© pdfmanualpublisher.

com 2005

TABLE OF CO

1 SAFETY Piston Ring and Rod Service

Disassembling
INTRODUCTION Assembling
CLEANING, WAXING, POLISHING Installat ion
CONTROLLING CORROSION C a m s h a f t Service
Using Zinc Removal
PROPELLERS Installation
FUEL SYSTEh4 Crankcase Front Cover
LOADING Crankshaft Service
FLOTATION
HORSEPOWER
EMERGENCY EQUIPMENT GMC V6 ENGINES
COMPASS Removal
STEERING Installation
ANCHORS Oil Pump
MISCELLANEOUS EQUIPMENT Exhaust Manifolds
BOATING ACCIDENT REPORTS
Intake Manifold
NAVIGATION
Cylinder Head Service
Removal
2 TUNING
Installation
Piston and Rod Service
INTRODUCTION 2-1
C a m s h a f t Service
TUNING FOR PERFORMANCE 2-1
Removal
IGNITION 2-5
Installation
FUEL SYSTEM 2-8
Main .Bearings
3 ENGINE Rear Bearing Oil Seal
Timing Chain Service
GENERAL PRINCIPLES 3- 1
Valve Timing 3-3
Engine Types 3-3 GMC V8 ENGINES
Service Procedures 3-3 Removal
Troubleshooting Mechanical Installation
Engine Problems 3-6 Oil Pump
Intake Manifold
GMC IN-LINE ENGINES Exhaust Manifolds
Removal Cylinder Head -Service
Installation Removal
Oil Pump Installation Prep.
Intake Manifold Installation
Exhaust Manif old Valve Lash Adjustment
Cylinder Head Service Piston and Rod Service
Reconditioning Camshaft Service
Installation Removal
Valve Lash Adjustment Installation
 © pdfmanualpublisher.com 2005

GMC V 8 ENGINES (Continued) Rochester 4MV

Description
Crankshaft Service Disassembling
Removal Assembling
Installation Bench Adjustments
Main Bearings Holley
Timing Chain Description
Disassembling
FORD V8 ENGINES Assembling
Removal Adjustments
Installation
Oil Pump
Exhaust Manifolds 5 IGNITION
Intake Manif old
Cylinder Head Service DESCRIPTION
Removal TROUBLESHOOTING
Assembling Compression
Installation General T e s t s
Checking Hydraulic Primary Circuit T e s t s
Lifter Clearance C o n t a c t Point T e s t
Piston and Rod Service condenser T e s t
Camshaft Service Secondary Circuit T e s t
Removal Rotor T e s t
Installation Ignition Voltage T e s t s
Spark Plug Troubleshooting
Crankshaft Service Polarity Check
Removal DISTRIBUTOR SERVICE
Installation Removal
Main Bearings
Timing Chain SERVICING A DELCO-REMY
Disassembling - from a
4 FUEL 4- or 6-cylinder
in-line engine
TROUBLESHOOTING Assembling
Fuel Pump Disassembling from a
Fuel Line GMC V6 1964-72 or V8
Rough Engine Idle Assembling
Excessive Fuel Consumption Gapping Con t a c t Points
Engine Surge 4-3
SINGLE-DIAPHRAGM FUEL PUMP 4-3 SERVICING A MALLORY
D U A L - DI A P H R A G M FUEL PUMP 4-4 Disassembling from
FUEL FILTER REPLACEMENT 4-6 All V6 and V8 engines
CARBURETORS 4-7 1981 and on
Rochester BC Carburetor 4-10 Assembling
Removal 4-10
Assembling 4-12 SERVICING AN AUTOLITE OR
Adjusting 4-14 PRESTOLITE
C a r t e r RBS Carburetor 4-15 Disassembling-
Description & Operation 4-15 Assembling
Disassembling 4-18
Assembling 4-22 ADJUSTING POINT GAP ALL
Bench Adjustments 4-27 DISTRIBUTOR INSTALLATION
Rochester 2GC 4-27 Adjusting t h e Dwell
Disassembling 4-27 Adjusting Timing
Assembling 4-30 Adjusting Idle Speed
Bench Adjustments 4-33 and Mixture
 © pdfmanualpublisher.com 2005

6 ELECTRICAL SELECTRIM FOR

FORD V8 ENGINES
INTRODUCTION Description & Operation
BATTERIES Removal & Disassembling
JUMPER CABLES Cylinder Disassembling
DUAL BATTERY INSTALLATION Cylinder Assembling
GAUGES AND HORNS Ins tallation
Oil and Temperature Gauges HYDRAULIC PUMP & MOTOR
Warning Lights Removal
Fuel Gauges Disassembling
Troubleshooting Assembling , _
Tachometer Installation
Horns Replacing Manual Release
CHARGING SYSTEM Valve
Alternator Adding Fluid o r
Troubles hooting Filling a Dry System
Servicing Charging System Electrical Checks
with Separate Regulator TRU-COURSE STEERING
Servicing Charging System Description & Operation
with Integral Regulator ~isassernblin~
~sseiirbling
CRANKING SYSTEM Cable Drum-and-Bracket
Troubleshooting Disassembling
Delco-Remy Starter Assembling
Description & Operation Adjustments
Servicing MECHANICAL STEERING
Testing Cable Removal
Assembling Cable Installation
Autolite S t a r t e r OVER-UNDER STEERING HELM
Description & Operation Description
Disassembling Cable Replacement
Bench Tests Helm Installation
Assembling FINAL CHECKS & ADJUSTMENTS 7-40
Prestolite S t a r t e r
Description & Operation 8 TlLT MECHANISM
Disassembling
Assembling DESCRIPTION AND OPERATION
TROUBLESHOOTING
7 ACCESSORIES TILT MOTOR SERVICE
Removal
INTRODUCTION Testing
SHIFT BOXES Disassembling
Troubleshooting Assembling
Single- and Side-Mount Boxes Installation
Removal & Repair HAMMER BLOW COUPLING
Push Button Shift Box TILT CLUTCH & WORV GEAR
Removal & Repair Disassembling
Binnacle-Mounted Shift Box Assembling & Installation
Removal & Repair
9 COOLING

THROTTLE CABLE INSTALLATION 7-8 DESCRIPTION

SELECTRIM FOR IN-LINE ENGINES 7-9 TROUBLESHOOTING
Description & Operation 7-9 EXHAUST MANIFOLDS
Removal & Disassembling 7-10 THERMOSTAT REPLACEMENT
Assembling 7-15 WATER PUMP REMOVAL
Installation 7-18 Assembling
 © pdfmanualpublisher.com 2005

10 STERN DRIVE Oil Pump & Forward Gear

Disassembling
DESCRIPTION Assembling
EARLY STERN DRIVE Propeller Shaft and
UNITS 1964-77 Shif t e r Disassembling
Troubleshooting Assembling
Removal Power Assist Servo
Upper Gear Housing Removal Disassembling
Water Pump Removal Assembling
Ball Gear Disassembling Shift Cable Removal
Bearing Housing or Replacement
Disassembling Assembling
Worm Gear Steering Pinion Bearing Shimming
Disassembly Pinion Bearing R a c e
Ball Gear Assembling Installation
Bearing Housing Assembling Oil Pump & Forward Gear
Water Pump Assembling Installation
Exhaust Housing Removal Driveshaft & Pinion Gear
Swivel Housing R emoval Installation
Lower Unit Propeller Shaft, Assist
Removal & Disassembling Valve, & Plunger
Assembling Installation
Swivel Housing Assembling Exhaust Housing
Exhaust Housing Assembling Installation
Upper G e a r Housing Upper Gear Housing
Installation Installation
Stern Drive Installation Stern Drive Installation
STERN DRIVE Shift Converter C a b l e
UNITS SINCE 1978 Installation
Troubles hooting Shift Adjustment
Shift Converter Service Trim T a b Adjustment
Cable Removal
Disassembling
Assembling I1 INTER MEDIATE HOUSING
Stern Crive Removal
Upper Gear Housing Removal INTRODUCTION
Water Pump Removal TROUBLESHOOTING
Ball Gear Disassembling SERVICING THE BOOT
Bearing Housing Removal
Disassembling Installation
Worm Gear Steering BALL GEAR DRIVESHAFT
Disassembling Disassembling
Ball Gear Assembling Assembling
Bearing Housing Assembling INTERMEDIATE HOUSING
Water Pump Assembling Removal
Exhaust Housing Removal Installation
Swivel Housing Removal
Swivel Housing Assembling
Lower Unit 12 MAINTENANCE
Removal & Disassembling
Assembling FIBERGLASS HULLS
Propeller Shaft BELOW WATERLINE SERVICE
Driveshaf t Bearing OFF-SEASON STORAGE
Housing PRE-SEASON PREPARATION
 © pdfmanualpublisher.com 2005

APPENDIX 120 & 140 hp P r e s e t Trim

Model "H" and "H1"
CONVERSIONS 120 & 140 hp SelecTrim
Metric Model "Htl and "H 1"
Drill Size 175, 195, and 235 hp
SPECIFICATIONS with fixed mount
Tune- up 175, 195, and 235 hp
Spark Advance C h a r t s with SelecTrim
Carburetor Specifications 240 hp SelecTrim
GMC In-Line Engine Specs Model "H" and "J"
Kaiser V6 (GMC V6) Specs 240 hp Prese-tTrim
GMC 6-Cyl In-Line Specs Model "DM
GMC V8 Specs 240 hp Preset Trim
GMC V6 Specs Model "H" and "J"
Ford V8 240 hp SelecTrim
TORQUE VALUES Model "D"
GEAR RATIOS 250 hp SelecTrim
AND-OIL CAPACITIES 120 and 140 hp,
also 2.5 and 3.0 L i t r e
WIRE IDENTIFICATION with fixed trim
Second station Instrument 120 and 140 hp
Cable Connector also 2.5 and 3.0 L i t r e
Stern Drive Instrument, with SelecTrim
Cable, and Switch 200, 230, 260 hp
185 & 225 hp SelecTrim also 5.0 & 5.7 L i t r e
Model "D" 185, 200, 230 and 260 hp
185 & 225 hp Preset Trim also 5.0 & 5.7 L i t r e
Model "D" with SelecTrim
185 & 225 hp SelecTrim Tilt System 185, 200, 230
Models "3"& "JI1 and 260 hp
185 & 225 hp Preset Trim Tilt System 120 and 140 hp
Models "H" & "J" Tilt System 3.8, 4.3, 5.0
185, 200, 230, & 260 hp and 5.7 L i t r e
SelecTrim Tilt System 2.5 Rc 3.0 L i t r e
185, 200, 230, & 260 hp Trim System 5.0 & 5.7 L i t r e
Preset Trim Ignition System 2.5, 3.0
120 & 140 hp Preset Trim 3.8 and 4.3 L i t r e
120 & 140 hp SelecTrim Trim S y s t e m 2.5 & 3.0 L i t r e
Model "Dlt Trim System 3.8, 4.3, 5.0
120 & 140 hp Preset Trim and 5.7 L i t r e
Model "D"
 © pdfmanualpublisher.com 2005
SAFETY
1-1 INTRODUCTION
Your b o a t probably r e p r e s e n t s a s i z e a b l e
i n v e s t m e n t f o r you. In o r d e r t o p r o t e c t t h i s
i n v e s t m e n t - and t o r e c e i v e t h e m a x i m u m
a m o u n t of e n j o y m e n t f r o m your b o a t i t m u s t
b e c a r e d f o r properly while being used and
w h e n i t is o u t of t h e w a t e r . Always s t o r e
your b o a t w i t h t h e bow higher t h a n t h e s t e r n
and b e s u r e t o r e m o v e t h e t r a n s o m d r a i n
plug and t h e inner hull d r a i n plugs. If you
u s e a n y t y p e of c o v e r t o p r o t e c t your b o a t ,
p l a s t i c , c a n v a s , w h a t e v e r , b e s u r e t o allow
f o r s o m e m o v e m e n t of a i r t h r o u g h t h e hull.
P r o p e r v e n t i l a t i o n will a s s u r e e v a p o r a t i o n of
a n y condensation t h a t m a y f o r m d u e t o
c h a n g e s i n t e m p e r a t u r e and humidity.
When storing the boat, raise the bow and remove the
s t e m drain plug t o drain all bilge water. Failure t o
drain the bilge will cause rot. Attach the plug to the
steering wheel so it will not be forgotten when the boat
is launched the next time.
1-2 CLEANING, WAXING, AND POLISHING
Any b o a t should b e washed w i t h c l e a r
w a t e r a f t e r e a c h use t o r e m o v e s u r f a c e d i r t
a n d a n y s a l t deposits f r o m use in s a l t w a t e r .
R e g u l a r rinsing will e x t e n d t h e t i m e
b e t w e e n waxing and polishing. I t will a l s o
g i v e you of ownership", by having a
s h a r p looking p i e c e of equipment. Elbow
g r e a s e , a mild d e t e r g e n t , and a brush will b e
r e q u i r e d t o r e m o v e stubborn d i r t , oil, a n d
o t h e r unsightly deposits.
S t a y a w a y f r o m harsh a b r a s i v e s o r s t r o n g
c h e m i c a l cleaners. A w h i t e buffing c o m -
pound can b e used t o r e s t o r e t h e original
gloss t o a s c r a t c h e d , dull, o r f a d e d a r e a .
T h e finish of your b o a t should b e thoroughly
c l e a n e d , buffed, and polished at l e a s t o n c e
e a c h season. T a k e c a r e when buffing o r
polishing with a ma.rine c l e a n e r n o t t o o v e r -
h e a t t h e s u r f a c e you a r e working, b e c a u s e
you will burn it.
1-3 CONTROLLING CORROSION
S i n c e m a n f i r s t s t a r t e d o u t on t h e w a t e r ,
corrosion on his c r a f t h a s been his enemy.
T h e f i r s t f o r m w a s m e r e l y r o t in t h e wood
and then i t w a s r u s t , followed by o t h e r
f o r m s of d e s t r u c t i v e corrosion in t h e m o r e
modern materials. O n e d e f e n s e a g a i n s t c o r -
rosion is t o use similar m e t a l s t h r o u g h o u t
t h e boat. Even though t h i s is d i f f i c u l t t o do
in designing a new b o a t , p a r t i c u l a r i l y t h e
undersides, similar m e t a l s should b e used
w h e n e v e r and w h e r e v e r possible.
A second d e f e n s e against corrosion is t o
i n s u l a t e dissimilar m e t a l s . This c a n b e d o n e
by using a n e x t e r i o r c o a t i n g of S e a Skin o r
by insulating t h e m w i t h p l a s t i c o r r u b b e r
gaskets.
 1-2 SAFETY © pdfmanualpublisher.com 2005
The propeller wosher is installed on the hcb prior t o
inserting the drive pin through the propeller me shcft.
The propeller, washer, nut, and drive pin should be
checked regularly for cracks and weor.
Using Zinc
The proper amount of zinc a t t a c h e d t o a
boat is extremely important. The use of too
much zinc can cause wood burning by plac-
ing t h e metals close together and they be-
c o m e "hot". On t h e other hand, using too
small a zinc plate will cause m o r e rapid
deterioration of the t h e metal you a r e try-
ing to protect. If in doubt, consider t h e f a c t
t h a t i t is f a r better to replace the zincs
than to replace planking or other expensive
metal parts from having an excess of zinc.
Zinc plate attached t o the boat transom A ground
wire from one of the zinc attaching bolts mest be
connected t o the negative battery terminal.
A zinc plate attached t o the bottom side o f the
intermediate housing.
When installing zinc plates, t h e r e a r e
t w o routes available. One is t o install many
different zincs on all m e t a l p a r t s and thus
run t h e risk of wood burning. Another
route, is t o use one large zinc on t h e tran-
som of the boat and then connect this zinc
t o every underwater m e t a l p a r t through
internal bonding. Two types of zincs may b e
purchased from t h e local OMC dealer. O n e
t y p e bolts t o t h e boat transom with a wire
connected t o t h e battery. The other type is
bolted t o t h e bottom side of t h e intermedi-
ate housing. In later years, OMC stern drive
units a r e sold with t h e zinc a t t a c h e d t o t h e
intermediate housing a s standard factory
equipment.
1-4 PROPELLERS
As you know, t h e propeller is actually
what moves t h e boat through t h e water.
This is how i t is done. The propeller oper-
ates in water in much t h e manner as a wood
screw does in wood. The propeller "bites"
into t h e water as i t rotates. Water passes
between the blades and out t o the rear in
t h e shape of a cone. The water in t h e shape
of this cone pushing on the surrounding
w a t e r is what propels t h e boat.
Diameter and pitch are the two basic dimensions o f
a propeller. The diameter is measured across the
circumferance of a circle scribed by the propeller
blades, as shown.
 © pdfmanualpublisher.com 2005
Diameter and Pitch
Only two dimensions of t h e propeller a r e
of real i n t e r e s t t o t h e b o a t owner: the
d i a m e t e r and t h e pitch. These t w o dimen-
sions a r e stamped on t h e propeller hub and
always appear in t h e s a m e order: t h e diam-
e t e r first and t h e n t h e pitch. For instance,
t h e number 15-19 s t a m p e d on t h e hub,
would m e a n t h e propeller had a d i a m e t e r of
15 inches with a pitch of 19.
The d i a m e t e r is t h e measured distance
f r o m t h e t i p of one blade t o t h e t i p of t h e
o t h e r a s shown in t h e accompanying illus-
tration.
The pitch of a propeller is t h e angle at
which t h e blades a r e a t t a c h e d t o t h e hub.
This figure is expressed in inches of w a t e r
travel f o r each revolution of t h e propeller.
In our example of a 15-19 propeller, t h e
propeller should travel 1 9 inches through t h e
w a t e r e a c h t i m e i t revolves. If t h e propel-
ler a c t i o n was p e r f e c t and t h e r e was n o
slippage, then t h e pitch multiplied by t h e
propeller rpms would be t h e boat speed.
Most s t e r n drive manufacturers equip
their units with a standard propeller with a
d i a m e t e r and pitch they consider t o be best
suited t o t h e engine and t h e boat. Such a
propeller allows t h e engine t o run a s near t o
t h e r a t e d rpm and horsepower (at full t h r s t -
tle) a s possible for t h e boat design.
The blade a r e a of t h e propeller deter-
mines its load-carrying capacity. A two-
blade propeller is used for high-speed run-
ning under very light loads.
A four-blade propeller is installed in
boats intended t o o p e r a t e a t low speeds
under very heavy loads such a s tugs, barges,
o r large houseboats. The three-blade pro-
peller is t h e happy medium covering t h e
wide range between t h e high performance
units and t h e load carrying workhorses.
Diagram to ewlain the pitch dimension of a propeller. The pitch is the theoretical distance a propeller would travel
through the water in one revolution, if there was no slippage.
PROPELLERS 1-3
PROPELLER
BUSH l NG
C07TER
PIN
--
PROPELLER
SPACER
PROPELLER
NUT
Associated parts for a prop exhaust propeller instal-
lation.
Propeller election
There is- no standard propeller t h a t will
do t h e proper job in very many cases. The
list of sizes and weights of boats is almost
endless. This f a c t coupled with t h e many
boa t-engine combinations makes t h e propel-
ler selection for a specific purpose a diffi-
c u l t job. In f a c t , in many c a s e s t h e propel-
ler is changed a f t e r a few test runs. Proper
selection is aided through t h e use of c h a r t s
s e t up for various engines and boats. These
c h a r t s should b e studied and understood
when buying a propeller. However, b e a r in
mind, t h e c h a r t s a r e based on a v e r a g e boats
with average loads, t h e r e f o r e , i t may b e
necessary t o m a k e a change in s i z e or pitch,
in order t o obtain t h e desired results for t h e
hull design or load condition.
Propellers a r e available with a wide
range of pitch. R e m e m b e r , a low pitch
t a k e s a smaller bite of t h e w a t e r t h a n t h e
high pitch propeller. This means t h e low
pitch propeller will t r a v e l less distance
through t h e water per revolution. The low
pitch will require less horsepower and will
allow t h e engine t o run f a s t e r and more
efficiently.
1-4 SAFETY © pdfmanualpublisher.com 2005
I t s t a n d s t o reason, a n d it's t r u e , t h a t t h e
high pitch propeller will r e q u i r e m o r e horse-
power, b u t will g i v e f a s t e r b o a t speed if t h e
e n g i n e is allowed t o t u r n t o i t s r a t e d rpm.
If a higher- pitched propeller is installed
on a b o a t , in a n e f f o r t t o g e t m o r e s p e e d ,
extra. horsepower will b e required. If t h e
e x t r a power is not available, t h e r p m s will
b e reduced t o a less e f f i c i e n t level and t h e
a c t u a l b o a t s p e e d will b e less t h a n if t h e
lower- pitched propeller had been l e f t in-
stalled.
All engine m a n u f a c t u r e r s design t h e i r
units t o o p e r a t e w i t h full t h r o t t l e at, o r
slightly above, t h e r a t e d rpm. If you run
your e n g i n e at t h e r a t e d rpm, you will
i n c r e a s e spark plug life, r e c e i v e b e t t e r f u e l
e c o n o m y , and o b t a i n t h e b e s t p e r f o r m a n c e
f r o m your boat and engine. T h e r e f o r e , t a k e
t i m e t o m a k e t h e proper propeller s e l e c t i o n
f o r t h e r a t e d rprn of your e n g i n e at full
t h r o t t l e w i t h w h a t you consider t o b e a n
a v e r a g e load. Your b o a t will t h e n b e cor-
r e c t l y b a l a n c e d b e t w e e n e n g i n e and pro-
peller t h r o u g h o u t t h e e n t i r e s p e e d range.
A reliable t a c h o m e t e r m u s t b e used t o
m e a s u r e engine speed at full t h r o t t l e t o
e n s u r e t h e e n g i n e will a c h i e v e full horse-
power and o p e r a t e e f f i c i e n t l y and safely.
T o test f o r t h e c o r r e c t propeller, m a k e your
run in a body of s m o o t h w a t e r with t h e
lower unit in f o r w a r d g e a r at full t h r o t t l e .
A C A V I TAT ION BURN
00 O ROUGH
-\.
EDGE
Cavitation air bubbles formed at the propeller.
Manufacturers are constantly fiphting this problem, as
explained in the t e x t .
O b s e r v e t h e t a c h o m e t e r at full throttle.
NEVER run t h e engine at a high rprn when a
f l u s h a t t a c h m e n t i s installed. If t h e r e a d i n g
is a b o v e t h e m a n u f a c t u r e r ' s r e c o m m e n d e d
o p e r a t i n g range, you m u s t t r y propellers of
g r e a t e r pitch, until you find t h e o n e t h a t
allows t h e e n g i n e t o o p e r a t e continually
within t h e r e c o m m e n d e d full t h r o t t l e range.
If t h e engine is unable t o deliver t o p
p e r f o r m a n c e and you f e e l i t is properly
tuned, t h e n t h e propeller m a y n o t b e t o
blame. O p e r a t i n g conditions h a v e a m a r k e d
e f f e c t on p e r f o r m a n c e . For i n s t a n c e , a n
e n g i n e will lose rprn when run in v e r y c o l d
w a t e r . I t will a l s o l o s e rprn when run in s a l t
w a t e r as c o m p a r e d w i t h f r e s h water. A h o t ,
l o w - b a r o m e t e r d a y will a l s o c a u s e your en-
gine t o lose power.
-
Cavitation - _ ,
C a v i t a t i o n is t h e f o r m i n g of voids in t h e
w a t e r just a h e a d of t h e propeller blades.
Marine propulsion designers a r e c o n s t a n t l y
fighting t h e b a t t l e a g a i n s t t h e f o r m a t i o n of
t h e s e voids d u e t o e x c e s s i v e blade t i p s p e e d
a n d engine wear. T h e voids m a y b e filled
w i t h a i r o r w a t e r vapor, o r t h e y m a y a c t u a l -
ly b e a p a r t i a l vacuum. C a v i t a t i o n m a y b e
c a u s e d by installing a p i e c e of e q u i p m e n t
t o o c l o s e t o t h e lower unit, such as t h e
s p e e d o m e t e r pickup, d e p t h sounder, o r b a i t
t a n k pickup.
Vibration
Your propeller should b e c h e c k e d reg-
ularly t o b e s u r e a l l blades a r e in good
Example o f a damaged propeller. This unit should
have been replaced long before this amount o f damage
was sustained.
 © pdfmanualpublisher.com 2005
condition. If any of t h e blades become bent
or nicked, this condition will set up vibra-
tions in t h e drive unit and t h e motor. If t h e
vibration becomes very serious i t will c a u s e
a loss o f power, efficiency, and boat perfor-
mance. If t h e vibration is allowed t o con-
tinue over a period of t i m e i t can have a
damaging e f f e c t on many of t h e operating
parts.
Vibration in boats can never b e com-
pletely eliminated, but i t can be reduced by
keeping all p a r t s in good working condition
and through proper maintenance and lubri-
cation. Vibration can also b e reduced in
s o m e cases by increasing t h e number of
blades. For this reason, many r a c e r s use
two- blade props and luxury cruisers have
four- and five-blade props installed.
Shock Absorbers
The shock absorber in t h e propeller plays
a very important role in protecting t h e
shafting, gears, and engine against t h e shock
of a blow, should t h e propeller s t r i k e a n
underwater object. The shock absorber al-
lows t h e propeller t o stop rotating at t h e
instant of impact while t h e power t r a i n
continues turning.
A cracked hub, caused ~ ~ h the
e n propeller struck on
underwater object. The rubber hub and propeller sleeve
may be replaced at nominal cost.
PROPELLERS 1-5
How much i m p a c t t h e propeller is a b l e
t o withstand before causing t h e clutch hub
t o slip is calculated t o be more than t h e
f o r c e needed t o propel t h e boat, but less
than t h e amount t h a t could damage any part
of t h e power train. Under normal propulsion
loads of moving t h e boat through t h e w a t e r ,
t h e hub will not slip. However, i t will slip if
t h e propeller s t r i k e s an o b j e c t with a f o r c e
t h a t would be g r e a t enough t o stop any p a r t
of t h e power train.'
If t h e power t r a i n was t o absorb an
impact g r e a t enough t o stop rotation, even
for an instant, something would have t o give
and be damaged. If a propeller is subjected
t o repeated striking of underwater objects,
i t would eventually slip on i t s clutch hub
under normal loads. If t h e propeller would
s t a r t t o slip, a new hub and shock absorber
would h a v e to. be installed.
- 0' RAKE
Illustration depicting the rake o f a propeller, as
explcined in the text.
 1-6 SAFETY © pdfmanualpublisher.com 2005

Propeller Rake
If a propeller blade is examined on a c u t
extending directly through t h e c e n t e r of t h e
hub, and if t h e blade is s e t vertical t o t h e
propeller hub, as shown in t h e accompanying
illustration, t h e propeller is said t o have a
zero d e g r e e (0') rake. As t h e blade s l a n t s
back, t h e r a k e increases. S&andar%propel-
lers have a rake angle f r o m 0 t o 15 .
A higher r a k e angle generally improves
propeller performance in a cavitating o r
ventilating situation. On lighter, f a s t e r
boats, higher r a k e o f t e n will increase per-
f o r m a n c e by holding t h e bow of t h e boat
higher.
Progressive Pitch
Progressive pitch is a blade design inno-
vation t h a t improves performance when for-
ward and rotational speed is high and/or t h e
propeller breaks t h e s u r f a c e of t h e water.
Progressive pitch s t a r t s low at t h e lead-
ing edge and progressively increases t o t h e
trailing edge, a s shown in t h e accompanying
illustration. The a v e r a g e pitch over t h e
e n t i r e blade is t h e number assigned t o t h a t Propeller with a "cupped v leading edge. "Cupping"
propeller. In t h e illustration of t h e progres- gives the propeller a better lfhold" in the water.
sive pitch, t h e a v e r a g e pitch assigned t o t h e The cup has t h e e f f e c t of adding t o t h e
propeller would be 21. blade pitch, a s well as t h e rake. Cupping
Cupping usually will reduce full- throttle engine
If t h e propeller is cast with a edge curl speed about 150 t o 300 rpm below t h e s a m e
inward on t h e trailing edge, t h e blade is said pitch propeller without a c u t t o t h e blade.
t o have a cup. In most cases, cupped blades A propeller repair shop is a b l e t o increase o r
improve performance. The cup helps t h e d e c r e a s e t h e cup on t h e blades. This
blades t o "HOLD" and not break loose, when change, a s explained, will a l t e r engine rpm
operating in a cavitating or ventilating situ- t o m e e t specific operating demands. Cups
ation. This action permits t h e engine t o b e a r e rapidly becoming standard on propellers.
trimmed o u t f u r t h e r , or t o b e mounted high- In order for a cup t o be t h e most e f f e c-
er on t h e transom. This is especially t r u e on tive, t h e cup should be completely concave
high-perf ormance boats. Either of t h e s e (hollowed) and finished with a sharp corner.
t w o adjustments -will usually add t o higher If t h e cup has any convex rounding, t h e
speed. effectiveness of t h e cup will b e reduced.

CON STANT P lTC H PROGRESSIVE P I T C H

Comparison o f a constant and progressive pitch propeller. Notice how the pitch of the progressive pitch
Propeller, right, changes to give the blade more thrust and therefore, the boat more speed.
 © pdfmanualpublisher.com 2005 PROPELLERS

__-5 COUNTERCLOCKU
OR
LEFT HAND

CLOCKW l SE
OR
R l GHT HAND

Right- and left-hand propellers showing how the

angle of the blades is reversed. Right-hand propellers
are by far the most popular.

A rebuilt propeller ready for service. Propeller Exhaust-

T o improve e n g i n e and b o a t p e r f o r m -
Rota tion a n c e , s o m e OMC propellers f e a t u r e a h u b
P r o p e l l e r s a r e m a n u f a c t u r e d as right- design with a f l a r e d trailing e d g e o r
hand r o t a t i o n (RH), and as left- hand r o t a - " Diffuser Ring". This f e a t u r e a s s i s t s e x -
tion (LH). T h e s t a n d a r d propeller f o r o u t - h a u s t g a s flow, and provides a pressure
b o a r d s is RH rotation. b a r r i e r t o help p r e v e n t e x h a u s t g a s e s f r o m
A right- hand propeller c a n easily b e f e e d i n g back i n t o t h e blades. This a r r a n g e -
identified by observing i t as shown in t h e m e n t results in m o r e q u i e t e n g i n e o p e r a t i o n
a c c o m p a n y i n g illustration. O b s e r v e how t h e a n d t h e e x h a u s t f u m e s a r e buried f a r behind
b l a d e s l a n t s f r o m t h e lower l e f t t o w a r d t h e t h e boat.
upper right. T h e left- hand propeller s l a n t s
in t h e opposite direction, f r o m upper l e f t t o
lower right, as shown.
When t h e propeller is observed r o t a t i n g
f r o m a s t e r n t h e b o a t , i t will b e r o t a t i n g
clockwise when t h e e n g i n e is in f o r w a r d
gear. T h e left- hand propeller will r o t a t e
counterclockwise.

Rubber hub removed from a propeller. This hub was Taking on fuel in preparotion for a day of fun on the
removed because the hub was slipping in the propeller. water.
1-8 SAFETY © pdfmanualpublisher.com 2005
A neglected boat and stern drive. Such corrosion
and marine growth will be costly t o the owner and
great1 y reduce his boating enjoyment through poor
performance. -
1-5 FUEL SYSTEM
With Built-in Fuel Tank
All p a r t s of t h e f u e l s y s t e m should b e
s e l e c t e d a n d installed t o provide m a x i m u m
s e r v i c e a n d p r o t e c t i o n a g a i n s t leakage. R e -
inforced flexible s e c t i o n s should b e installed
in f u e l lines w h e r e t h e r e is a l o t of motion,
such a s at t h e e n g i n e connection. The
f l a r i n g of c o p p e r tubing should b e a n n e a l e d
a f t e r i t is f o r m e d as a p r o t e c t i o n a g a i n s t
hardening.
CAUTION: Compression f i t t i n g s should
NOT b e used b e c a u s e t h e y a r e s o e a s i l y
o v e r t i g h t e n e d , which p l a c e s t h e m under a
s t r a i n a n d s u b j e c t s t h e m t o f a t i g u e . Such
conditions will c a u s e t h e f i t t i n g t o l e a k
a f t e r i t is c o n n e c t e d a second t i m e .
T h e c a p a c i t y of t h e f u e l f i l t e r m u s t b e
l a r g e enough t o handle t h e d e m a n d s of t h e
e n g i n e a s s p e c i f i e d by t h e e n g i n e m a n u f a c -
turer.
A three-position valve permits fuel to be drawn
from either tank or to be shut off completely. Such an
arrangement prevents accidental siphoning o f fuel from
the tank.
All f i t t i n g s a n d o u t l e t s m u s t c o m e o u t
t h e t o p of t h e tank. An anti- siphon d e v i c e
should b e installed c l o s e t o t h e tank. This
spring- loaded v a l v e will a u t o m a t i c a l l y p r e -
v e n t f u e l f r o m being siphoned o u t of t h e
t a n k if t h e line f r o m t h e t a n k t o t h e f u e l
p u m p should b e d a m a g e d a n d begin t o leak.
A manually - o p e r a t e d v a l v e should b e in-
s t a l l e d if anti- siphon p r o t e c t i o n is n o t pro-
vided. This v a l v e should b e installed in t h e
f u e l line as c l o s e t o t h e g a s t a n k as possible.
Such a valve will m a i n t a i n anti- siphon pro-
t e c t i o n b e t w e e n t h e t a n k a n d t h e engine.
F u e l t a n k s should b e m o u n t e d in d r y ,
well v e n t i l a t e d places. Ideally, t h e f u e l
t a n k s should b e installed a b o v e t h e c o c k p i t
floors, w h e r e a n y l e a k a g e will b e quickly
detected.
In order- t o o b t a i n m a x i m u m c i r c u l a t i o n
of a i r around -fuel t a n k s , t h e t a n k should n o t
c o m e in c o n t a c t w i t h t h e b o a t hull e x c e p t
through t h e n e c e s s a r y supports. T h e sup-
p o r t i n g s u r f a c e s a n d hold- downs m u s t f a s t e n
t h e t a n k f i r m l y a n d t h e y should b e i n s u l a t e d
from t h e tank surfaces. This insulation
m a t e r i a l should b e non- abrasive a n d non-
a b s o r b e n t m a t e r i a l . F u e l t a n k s installed in
t h e f o r w a r d portion of t h e b o a t should b e
At least one gallon o f emergency fuel should be kept
on board in an approved container.
 © pdfmanualpublisher.com 2005
especially well s e c u r e d a n d p r o t e c t e d be-
c a u s e shock loads in t h i s a r e a c a n b e as high
as 20 t o 2 5 gls ("g" e q u a l s f o r c e of gravity).
Engine Compartment Ventilation
All m o t o r b o a t s built a f t e r April 25, 1940
a n d b e f o r e August 1, 1980, powered by a
gasoline e n g i n e o r by f u e l s having a flash-
point of 1 1 0 ~F, o r less MUST h a v e t h e
following, which is q u o t e d f r o m a C o a s t
Guard publication d a t e d 1984:
At least two ventilation ducts fitted
with cowls or their equivalent for the
purpose of properly and efficiently vent-
ilating the bilges of every engine and
fuel tank compartment. There shall be
at least one exhaust duct installed so as
t o extend to the lower portion of the
bilge and at least one intake duct install-
ed so as to extend to a point at least
midway to the bilge or at least below the
level of the carburetor air intake.
All b o a t s built a f t e r July 31, 1978 b u t
prior t o August 1, 1980, t h e r e q u i r e m e n t f o r
ventilation of t h e f u e l t a n k c o m p a r t m e n t
c a n b e o m i t t e d if t h e r e i s n o e l e c t r i c a l
s o u r c e of ignition in t h e f u e l t a n k c o m p a r t -
m e n t a n d if t h e fuel t a n k v e n t s t o t h e
o u t s i d e of t h e boat. A f t e r August 1, 1980,
a l l b o a t s w i t h gasoline e n g i n e s m u s t b e built
w i t h ventilation s y s t e m s which comply w i t h
C o a s t Guard standards. T h e s t a n d a r d re-
q u i r e s t h e e n g i n e c o m p a r t m e n t t o b e equip-
ped w i t h a blower. Now, if t h e blower a n d
A fuel tank properly grounded to prevent static
electricity. Static electricity could be extremely dan-
gerous when taking on fuel.
FUEL SYSTEM 1-9
ventilation system d o not m e e t Coast Guard
regulations, t h e o w n e r c a n r e c a l l t h e manu-
f a c t u r e r t o m a k e i t right. O w n e r s c a n n o t
r e c a l l t h e m a n u f a c t u r e r f o r b o a t s b u i l t prior
t o August 1, 1980. T h e o p e r a t o r i s r e q u i r e d
t o k e e p t h e s y s t e m in p r o p e r o p e r a t i n g con-
d i tion.
In addition t o t h e blower r e q u i r e m e n t f o r
t h e e n g i n e c o m p a r t m e n t , a t a g MUST b e
a f f i x e d t o t h e dashboard s t a t i n g t h e blower
must be operated for at least four minutes
before a n a t t e m p t is made t o s t a r t t h e
engine.
This t a g r e q u i r e m e n t is m a d e t o t h e b o a t
m a n u f a c t u r e r a n d t h e b o a t o w n e r is respons-
i b l e f o r keeping i t in p l a c e a n d in r e a d a b l e
condition. T h e t a g m u s t b e yellow a n d a b l e
to w i t h s t a n d s a l t spray.
-
Citation -,
An o w n e r m a y r e c e i v e a c i t a t i o n - - ticket
a n d f i n e -- if t h e ventilation s y s t e m is n o t
C o a s t Guard Approved, in good o p e r a t i n g
o r d e r , a n d t h e blower t a g is n o t a f f i x e d t o
t h e dashboard.
Flame Arrestors
A gasoline e n g i n e installed in a m o t o r -
b o a t o r m o t o r vessel a f t e r April 25, 1940,
e x c e p t outboard motors, must have a C o a s t
G u a r d Approved f l a m e a r r e s t o r f i t t e d t o t h e
c a r b u r e t o r . This r e q u i r e m e n t a p p l i e s if t h e
e n g i n e is enclosed o r if t h e c a r b u r e t o r i s
below t h e gunwale of t h e boat.
Automotive Replacement Parts
When replacing fuel, e l e c t r i c a l , a n d o t h -
e r parts, check t o b e sure they a r e marine
t y p e a n d C o a s t Guard Approved. Automo-
t i v e p a r t s a r e n o t m a d e t o t h e high s t a n d -
a r d s of m a r i n e parts. T h e c a r b u r e t o r s m u s t
NOT l e a k fuel; a l t e r n a t o r s , g e n e r a t o r s , a n d
v o l t a g e r e g u l a t o r s MUST b e a b l e t o o p e r a t e
in a g a s f u m e enclosed a r e a w i t h o u t explod-
ing; etc. A u t o m o t i v e p a r t s could c a u s e a
f i r e endangering t h e c r e w a n d t h e c r a f t .
T h e p a r t m a y look t h e s a m e a n d e v e n h a v e a
s i m i l a r n u m b e r , b u t if i t is n o t MARINE i t i s
n o t s a f e t o use on t h e b o a t a n d will n o t pass
C o a s t G u a r d inspection.
Taking On Fuel
T h e f u e l t a n k of t h e b o a t should b e k e p t
full t o p r e v e n t w a t e r f r o m e n t e r i n g t h e
s y s t e m through condensation c a u s e d by t e m -
p e r a t u r e changes. W a t e r d r o p l e t s forrning is
o n e of t h e g r e a t e s t e n e m i e s of t h e f u e l
 1- 10 SAFETY © pdfmanualpublisher.com 2005
system. By keeping t h e t a n k full, t h e a i r
s p a c e in t h e t a n k is k e p t t o a n a b s o l u t e
minimum and t h e r e i s n o room f o r m o i s t u r e
t o form. I t i s a good p r a c t i c e n o t t o s t o r e
f u e l in t h e t a n k o v e r a n e x t e n d e d period, s a y
f o r six months. Today, f u e l s c o n t a i n ingre-
d i e n t s t h a t c h a n g e i n t o g u m s when s t o r e d
f o r a n y length of time. T h e s e g u m s a n d
varnish products will c a u s e c a r b u r e t o r prob-
l e m s a n d poor s p a r k plug p e r f o r m a n c e . An
a d d i t i v e (Sta-Bil) is available and c a n b e
used t o p r e v e n t g u m s and varnish f r o m
forming.
Static Electricity
In v e r y s i m p l e t e r m s , s t a t i c e l e c t r i c i t y is
called frictional electricity. It is generated
by t w o dissimilar m a t e r i a l s moving o v e r
e a c h o t h e r . O n e f o r m is gasoline flowing
through a pipe o r i n t o t h e air. A n o t h e r f o r m
is when you brush your hair o r walk a c r o s s a
s y n t h e t i c c a r p e t a n d t h e n touch a m e t a l
o b j e c t . All of t h e s e a c t i o n s c a u s e a n e l e c -
t r i c a l charge. In m o s t cases, s t a t i c e l e c t r i -
c i t y is g e n e r a t e d during very dry w e a t h e r
conditions, b u t when you a r e filling t h e f u e l
t a n k on your b o a t i t c a n happen a t a n y t i m e .
Fuel Tank Grounding
O n e a r e a of p r o t e c t i o n a g a i n s t t h e build-
up of s t a t i c e l e c t r i c i t y is t o h a v e t h e f u e l
t a n k properly grounded (also known as bond-
ing). A d i r e c t m e t a l - t o - m e t a l c o n t a c t f r o m
t h e f u e l hose n o z z l e t o t h e w a t e r in which
t h e b o a t i s floating. If t h e fill pipe is m a d e
of m e t a l , a n d t h e f u e l n o z z l e m a k e s a good
c o n t a c t with t h e d e c k p l a t e , t h e n a good
ground is made.
As a n e c o n o m y -m e a s u r e , s o m e b o a t s u s e
rubber o r p l a s t i c filler pipes b e c a u s e of
compound bends in t h e pipe. Such a fill line
d o e s n o t give a n y kind of ground a n d if your
b o a t h a s this t y p e of installation a n d you d o
n o t w a n t t o r e p l a c e t h e filler pipe w i t h a
m e t a l one, t h e n i t is possible t o c o n n e c t t h e
d e c k f i t t i n g t o t h e t a n k with a c o p p e r wire.
T h e w i r e should b e 8 g a u g e o r larger.
T h e f u e l line f r o m t h e t a n k t o t h e e n g i n e
should provide a continuous m e t a l - t o - m e t a l
c o n t a c t f o r proper grounding. If a n y p a r t of
this line is p l a s t i c o r o t h e r non- metallic
m a t e r i a l , then a c o p p e r w i r e m u s t b e con-
n e c t e d t o bridge t h e non- metal m a t e r i a l .
T h e power t r a i n provides a ground through
t h e e n g i n e and d r i v e s h a f t , t o t h e propeller
in t h e w a t e r .
Fiberglass f u e l t a n k s pose problems of
t h e i r own. O n e m e t h o d of grounding is t o
run a c o p p e r w i r e around t h e t a n k f r o m t h e
fill pipe t o t h e f u e l line. However, such a
w i r e d o e s n o t ground t h e f u e l in t h e tank.
M a n u f a c t u r e r s should imbed a w i r e in t h e
f i b e r g l a s s a n d i t should b e c o n n e c t e d t o t h e
i n t a k e and t h e o u t l e t fittings. This w i r e
would avoid corrosion which could o c c u r if a
w i r e passed through t h e fuel. CAUTION: It
is not advisable to use a fiberglass fuel tank
if a grounding wire was not installed..
Anything you c a n f e e l as a "shock" is
enough t o set off a n explosion. Did you
know t h a t under c e r t a i n a t m o s p h e r i c con-
d i t i o n s you c a n c a u s e a s t a t i c explosion
yourself, p a r t i c u l a r l y if you a r e w e a r i n g
s y n t h e t i c clothing. I t is a l m o s t a c e r t a i n t y
you could c a u s e a s t a t i c s p a r k if you a r e
NOT w e a r i n g insulated rubber- soled shoes.
As soon as t h e d e c k f i t t i n g is opened,
f u m e s a r e r e l e a s e d t o t h e air. T h e r e f o r e , t o
b e s a f e you should ground yourself b e f o r e
opening t h e fill pipe d e c k fitting. O n e way
t o ground yourself is t o dip your hand in t h e
w a t e r overside t o discharge the electricity
in your body b e f o r e opening t h e filler c a p .
A n o t h e r m e t h o d is t o touch t h e e n g i n e block
o r a n y m e t a l f i t t i n g on t h e dock which g o e s
down i n t o t h e w a t e r .
1-6 LOADING
In o r d e r t o r e c e i v e m a x i m u m e n j o y m e n t ,
with s a f e t y a n d p e r f o r m a n c e , f r o m your
b o a t , t a k e c a r e n o t t o e x c e e d t h e load
c a p a c i t y given by t h e m a n u f a c t u r e r . A
p l a t e a t t a c h e d t o t h e hull i n d i c a t e s t h e U S .
C o a s t G u a r d c a p a c i t y i n f o r m a t i o n in pounds
f o r persons a n d g e a r . If t h e p l a t e s t a t e s t h e
m a x i m u m person c a p a c i t y t o b e 750 pounds
a n d you a s s u m e e a c h person t o weigh a n
a v e r a g e of 150 Ibs., t h e n t h e b o a t could
c a r r y f i v e people safely. If you a d d a n o t h e r
250 Ibs. f o r m o t o r a n d g e a r , and t h e maxi-
m u m w e i g h t c a p a c i t y f o r persons a n d g e a r is
1,000 Ibs. o r m o r e , t h e n t h e five persons a n d
g e a r would b e within t h e limit.
T r y t o load t h e b o a t evenly p o r t a n d
s t a r b o a r d . If you p l a c e m o r e w e i g h t on o n e
s i d e t h a n on t h e o t h e r , t h e b o a t will list t o
t h e heavy s i d e and m a k e s t e e r i n g d i f f i c u l t .
You will a l s o g e t b e t t e r p e r f o r m a n c e by
placing heavy supplies a f t of t h e c e n t e r t o
k e e p t h e bow light f o r m o r e e f f i c i e n t plan-
ning.
 © pdfmanualpublisher.com 2005
0 U . S . COAST G U A R D
MAXIMUM CAPACITIES
PERSONS OR LBS
LBS PERSONS,MOTOR,GEAR
H.P. M O T O R
U.S. Coast Guard plate affixed t o all new boats.
When the blanks are filled in, the plate will indicate the
Coast Guards recommendations for persons, gear, and
horsepower to ensure safe operation of the boat. These
recommendations should not be exceeded, as explained
in the text.
Clarification
Much confusion a r i s e s f r o m t h e t e r m s ,
c e r t i f i c a t i o n , requirements, approval, regu-
lations, etc. Perhaps t h e following m a y
clarify a couple of t h e s e points.
1- T h e C o a s t Guard d o e s n o t approve
b o a t s in t h e s a m e manner as they "Approve"
life jackets. T h e C o a s t Guard applies a
formula t o inform t h e public of w h a t is s a f e
for a particular c r a f t .
2- If a b o a t has t o m e e t a particular
regulation, i t m u s t have a C o a s t Guard
c e r t i f i c a t i o n plate. The public h a s been led
t o believe this indicates approval of t h e
C o a s t Guard. Not so.
3- The c e r t i f i c a t i o n p l a t e m e a n s a will-
ingness of t h e m a n u f a c t u r e r t o m e e t t h e
C o a s t Guard regulations f o r t h a t p a r t i c u l a r
c r a f t . The m a n u f a c t u r e r m a y recall a b o a t
if it fails t o m e e t t h e C o a s t Guard require-
ments.
4- T h e C o a s t Guard c e r t i f i c a t i o n plate,
s e e accompanying illustration, m a y o r m a y
n o t b e metal. T h e p l a t e is a regulation f o r
t h e manufacturer. I t is only a warning p l a t e
and t h e public does not have t o a d h e r e t o
t h e restrictions set forth on it. Again, t h e
p l a t e s e t s f o r t h inforrnation a s t o t h e C o a s t
Guard's opinion for s a f e t y on t h a t particular
boat.
5- C o a s t Guard Approved equiprnent is
equipment which h a s been approved by t h e
C o m m a n d a n t of t h e U.S. C o a s t Guard and
h a s been d e t e r m i n e d t o b e in compliance
with C o a s t Guard specifications and regula-
FLOTATION I- I I
tions relating t o t h e m a t e r i a l s , construction,
a n d p e r f o r m a n c e of such equipment.
1-7 HORSEPOWER
T h e maximum horsepower engine f o r
e a c h individual b o a t should n o t b e increased
by a n y g r e a t a m o u n t without checking re-
q u i r e m e n t s f r o m t h e C o a s t G u a r d in your
a r e a . T h e C o a s t Guard d e t e r m i n e s horse-
power re q uirements based on t h e length,
b e a m , a n d d e p t h of t h e hull. TAKE CARE
NOT t o e x c e e d t h e maximum horsepower
l i s t e d on t h e p l a t e o r t h e w a r r a n t y a n d
possibly t h e insurance on t h e b o a t m a y be-
c o m e void.
1-8 FLOTATION
If your b o a t is-less t h a n 20 f t . overall, a
C o a s t Guard o r BIA (Boating Industry of
America) now changed t o NMMA (National
Marine Manufacturers Association) require-
m e n t is t h a t t h e b o a t m u s t h a v e buoyant
m a t e r i a l built i n t o t h e hull (usually f o a m ) to
k e e p i t f r o m sinking if i t should b e c o m e
swamped. C o a s t G u a r d r e q u i r e m e n t s a r e
mandatory, b u t t h e NMMA is voluntary.
" Kept f r o m sinking" is defined as t h e
ability of t h e f l o t a t i o n m a t e r i a l t o k e e p t h e
b o a t f r o m sinking when filled with w a t e r
and with passengers clinging t o t h e hull.
O n e restriction is t h a t t h e t o t a l weight of
t h e motor, passengers, and equiprnent
aboard does not e x c e e d t h e maximum load
c a p a c i t y listed
.- on t h e plate.
Life Preservers -Personal Flotation Devices
(PFDS)
T h e C o a s t G u a r d requires at l e a s t o n e
C o a s t G u a r d approved life- saving d e v i c e b e
c a r r i e d on board all m o t o r b o a t s f o r e a c h
person on board. Devices approved a r e
identified by a t a g indicating C o a s t G u a r d
approval. Such devices m a y b e l i f e preserv-
e r s , buoyant vests, ring buoys, o r buoyant
cushions. Cushions- used f o r s e a t i n g a r e
serviceable if a i r c a n n o t b e s q u e e z e d o u t of
it. O n c e a i r is released when t h e cushion i s
squeezed, i t is no longer f i t as a f l o t a t i o n
device. New f o a m cushions dipped in a
rubberized m a t e r i a l a r e a l m o s t indestruct-
ible.
L i f e preservers h a v e b e e n classified by t h e
C o a s t G u a r d i n t o f i v e t y p e categories. All
P F D s presently a c c e p t a b l e o n r e c r e a t i o n a l
1-12 SAFETY © pdfmanualpublisher.com 2005
Type I P F D Coast Guard Approved life jacket. This
type flotation device provides the greatest amount of
buoyancy. NEVER use them for cushions or other
purposes.
b o a t s f a l l i n t o o n e of t h e s e f i v e designa-
tions. All P F D s MUST b e U.S. C o a s t Guard
approved, in good and s e r v i c e a b l e condition,
a n d of a n a p p r o p r i a t e s i z e f o r t h e persons
who i n t e n d t o w e a r them. Wearable P F D s
MUST b e readily a c c e s s i b l e and t h r o w a b l e
d e v i c e s MUST b e i m m e d i a t e l y a v a i l a b l e f o r
use.
Type I PFD h a s t h e g r e a t e s t r e q u i r e d
buoyancy and is designed t o t u r n m o s t
UNCONSCIOUS persons in t h e w a t e r f r o m a
A Type N P F D cushion device intended to be thrown
to a person in the water. If air can be squeezed out of
the cushion it is no longer fit for service as a PFD.
Type lV P F D ring buoy designed to be thrown. On
ocean cruisers,-this type device usually has a weighted
pole with flag,attached t o the buoy.
f a c e down position t o a v e r t i c a l o r slightly
b a c k w a r d position. T h e a d u l t s i z e d e v i c e
provides a minimum buoyancy of 22 pounds
a n d t h e child s i z e provides a minimum buoy-
a n c y of 11 pounds. T h e T y p e I P F D provides
t h e g r e a t e s t p r o t e c t i o n t o i t s w e a r e r a n d is
m o s t e f f e c t i v e f o r a l l w a t e r s a n d conditions.
Type I1 PFD is designed t o t u r n i t s w e a r -
e r in a v e r t i c a l o r slightly b a c k w a r d position
in t h e w a t e r . T h e turning a c t i o n is n o t as
pronounced as with a T y p e I. T h e d e v i c e
will n o t t u r n as m a n y d i f f e r e n t t y p e persons
under t h e s a m e conditions as t h e T y p e I. An
a d u l t s i z e d e v i c e provides a minimum buoy-
a n c y of 15%' pounds, t h e medium child s i z e
provides a minimum of 11 pounds, a n d t h e
i n f a n t a n d s m a l l child s i z e s provide a min-
i m u m buoyancy of 7 pounds.
Type III PFD is designed t o p e r m i t t h e
w e a r e r t o p l a c e himself (herself) in a v e r t i -
c a l o r slightly b a c k w a r d position. T h e T y p e
I11 d e v i c e h a s t h e s a m e buoyancy as t h e
T y p e I1 P F D b u t i t h a s l i t t l e o r no turning
ability. Many of t h e T y p e 111 P F D a r e
designed t o b e p a r t i c u l a r l y useful when wa-
t e r skiing, sailing, hunting, fishing, o r e n -
gaging in o t h e r w a t e r sports. S e v e r a l of t h i s
t y p e will a l s o provide i n c r e a s e d h y p o t h e r m i a
protection.
Type IV PFD is designed t o b e thrown t o
a person in t h e w a t e r and g r a s p e d a n d held
by t h e u s e r until rescued. I t is NOT design-
e d t o b e worn. T h e m o s t c o m m o n T y p e IV
P F D is a ring buoy o r a b u o y a n t cushion.
 © pdfmanualpublisher.com 2005 EMERGENCY EQUIPMENT 1- 13

Type V PFD is a n y P F D approved f o r

r e s t r i c t e d use.

C o a s t Guard regulations state, in g e n e r a l

t e r m s , t h a t on a l l b o a t s less t h a n 16 f t .
overall, o n e Type I, 11, 111, o r IV d e v i c e shall
b e c a r r i e d on board f o r e a c h person in t h e
boat. O n b o a t s o v e r 26 ft., o n e T y p e I, 11, o r
I11 d e v i c e shall b e c a r r i e d on board f o r e a c h
person in t h e b o a t plus o n e T y p e IV device.
I t is a n a c c e p t e d f a c t t h a t m o s t b o a t i n g
people own life p r e s e r v e r s , b u t t o o f e w
a c t u a l l y w e a r them. T h e r e is l i t t l e o r n o A sounding device should be mounted close to the
e x c u s e f o r n o t wearing o n e b e c a u s e t h e helmsman for use in sounding an emergency alarm.
m o d e r n c o m f o r t a b l e designs a v a i l a b l e t o d a y
d o n o t s u b t r a c t f r o m a n individual's b o a t i n g ily accessible. If t h e y a r e m a r k e d with a
pleasure. Make a l i f e j a c k e t a v a i l a b l e t o d a t e showing t h e s e r v i c e a b l e life, t h i s d a t e
your c r e w and advise e a c h m e m b e r t o w e a r m u s t n o t h a v e passed. L a u n c h e r s , produced
it. If you a r e a c r e w m e m b e r a s k your b e f o r e Jan.-1, 1981, i n t e n d e d f o r use w i t h
skipper t o issue you one, especially when a p p r o v e d s i g n a l s - a r e n o t required t o b e
b o a t i n g in rough w e a t h e r , cold w a t e r , o r C o a s t G u a r d Approved.
when running at high speed. Naturally, a USCG Approved p y r o t e c h n i c visual dis-
l i f e j a c k e t should b e a m u s t f o r non-swim- t r e s s signals a n d a s s o c i a t e d d e v i c e s include:
m e r s any t i m e t h e y a r e o u t on t h e w a t e r in P y r o t e c h n i c red f l a r e s , hand held o r a e r -
a boat. ial.
P y r o t e c h n i c o r a n g e s m o k e , hand held o r
1-9 EMERGENCY EQUIPMENT floating.
L a u n c h e r s f o r a e r i a l r e d m e t e o r s o r par-
Visual Distress Signals a c h u t e flares.
The Regulation
S i n c e J a n u a r y 1, 1981, C o a s t Guard Reg-
ulations r e q u i r e a l l r e c r e a t i o n b o a t s when
used on c o a s t a l w a t e r s , which includes t h e
G r e a t Lakes, t h e t e r r i t o r i a l s e a s a n d t h o s e
waters directly connected t o the G r e a t
L a k e s a n d t h e t e r r i t o r i a l seas, up t o a p o i n t
w h e r e t h e w a t e r s a r e less t h a n t w o m i l e s
wide, a n d b o a t s owned in t h e United S t a t e s
when o p e r a t i n g on t h e high seas t o b e equip-
ped w i t h visual d i s t r e s s signals.
T h e only e x c e p t i o n s a r e during d a y t i m e
(sunrise t o s u n s e t ) for:
R e c r e a t i o n a l b o a t s less t h a n 16 f t . ( 5
m e t e r s ) in length.
Boats p a r t i c i p a t i n g in o r g a n i z e d e v e n t s
such as r a c e s , r e g a t t a s o r m a r i n e parades.
Open s a i l b o a t s n o t equipped with propul-
sion m a c h i n e r y a n d less t h a n 26 f t . (8 m e -
t e r s ) in length.
Manually propelled boats.
T h e a b o v e listed b o a t s n e e d t o c a r r y
n i g h t signals when used on t h e s e w a t e r s a t
night.
P y r o t e c h n i c visual d i s t r e s s signaling d e -
v i c e s MUST b e C o a s t Guard Approved, in Moisture protected flares should be carried on board
s e r v i c e a b l e condition a n d s t o w e d 'tb b e r e a d - for use as a distress signal in an emergency.
 1-14 SAFETY © pdfmanualpublisher.com 2005
An adequately stocked first-aid kit should be on
board for the safety of crew and guests.
None- pyro t e c h n i c visual d i s t r e s s signal-
ing d e v i c e s m u s t c a r r y t h e m a n u f a c t u r e r ' s
c e r t i f i c a t i o n t h a t t h e y m e e t C o a s t Guard
requirements. They m u s t b e in s e r v i c e a b l e
condition a n d s t o w e d s o as t o b e readily
accessible.
This group includes:
Orange distress flag at least 3 x 3 f e e t
w i t h a black s q u a r e and ball on a n o r a n g e
background.
E l e c t r i c d i s t r e s s light -- n o t a flashlight
b u t a n approved e l e c t r i c d i s t r e s s light which
MUST a u t o m a t i c a l l y flash t h e i n t e r n a t i o n a l
SOS d i s t r e s s signal (. .. --- .. .) f o u r t o six
t i m e s e a c h minute.
Types and Quantities
T h e following v a r i e t y and c o m b i n a t i o n of
d e v i c e s m a y b e c a r r i e d in o r d e r t o m e e t t h e
requirements.
1- T h r e e hand-held red f l a r e s (day a n d
night).
2- O n e e l e c t r i c d i s t r e s s light (night on-
ly).
3- O n e hand-held red f l a r e a n d t w o p a r -
a c h u t e f l a r e s (day and night).
4- O n e hand-held o r a n g e s m o k e signal,
t w o f l o a t i n g o r a n g e s m o k e signals (day) a n d
o n e e l e c t r i c d i s t r e s s light (day a n d night).
If young children a r e f r e q u e n t l y a b o a r d
your b o a t , c a r e f u l s e l e c t i o n a n d p r o p e r s t o -
w a g e of visual d i s t r e s s signals b e c o m e s es-
pecially i m p o r t a n t . If you e l e c t t o c a r r y
p y r o t e c h n i c devices, you should s e l e c t t h o s e
in tough packaging and n o t e a s y t o i g n i t e
should t h e d e v i c e s f a l l i n t o t h e hands of
children.
C o a s t Guard Approved p y r o t e c h n i c de-
v i c e s c a r r y a n expiration d a t e . This d a t e
c a n NOT e x c e e d 42 m o n t h s f r o m t h e d a t e of
m a n u f a c t u r e and a t such t i m e t h e d e v i c e
c a n n o longer b e c o u n t e d t o w a r d t h e min-
i m u m requirements.
SPECIAL WORDS
In s o m e states t h e l a u n c h e r s f o r m e t e o r s
a n d p a r a c h u t e f l a r e s m a y b e considered a
f i r e a r m . T h e r e f o r e , c h e c k w i t h your state
a u t h o r i t i e s b e f o r e acquiring such a launcher.
First Aid Kits
T h e first- aid kit- is similar t o a n insur-
a n c e policy o r l i f e jacket. You hope you
don't h a v e t o use i t b u t if needed, you w a n t
i t t h e r e . I t is only n a t u r a l t o overlook t h i s
e s s e n t i a l i t e m b e c a u s e , let's f a c e i t , who
l i k e s t o think of unpleasantness when plan-
ning t o h a v e only a good t i m e . However,
t h e p r u d e n t skipper i s p r e p a r e d a h e a d of
t i m e , a n d i s -t h u s a b l e t o handle t h e e m e r -
g e n c y without-a l o t of fuss.
Good c o m m e r c i a l first- aid k i t s a r e avail-
a b l e such as t h e Johnson a n d Johnson "Ma-
r i n e First- Aid Kit." With a v e r y m o d e s t
e x p e n d i t u r e , a well- stocked a n d a d e q u a t e
k i t c a n b e p r e p a r e d a t home.
Any k i t should include i n s t r u m e n t s , sup-
plies, a n d a set of i n s t r u c t i o n s f o r t h e i r use.
I n s t r u m e n t s should b e p r o t e c t e d in a w a t e r -
t i g h t case a n d should include: scissors,
t w e e z e r s , tourniquet, t h e r m o m e t e r , s a f e t y
pins, eye- washing c u p , a n d a h o t w a t e r b o t -
tle.
T h e supplies in t h e k i t should include:
a s s o r t e d b a n d a g e s in addition t o t h e v a r i o u s
s i z e s of "band-aids", adhesive t a p e , absorb-
e n t c o t t o n , a p p l i c a t o r s , p e t r o l e u m jelly, a n -
t i s e p t i c (liquid a n d o i n t m e n t ) , local o i n t -
m e n t , aspirin, e y e o i n t m e n t , a n t i h i s t a m i n e ,
a m m o n i a inhalent, sea- sickness pills, a n t -
a c i d pills, and a laxative. You m a y w a n t t o
c o n s u l t your family physician a b o u t includ-
ing antibiotics. R e s u r e your k i t c o n t a i n s a
first- aid m a n u a l b e c a u s e e v e n though you
h a v e t a k e n t h e R e d C r o s s c o u r s e , you m a y
b e t h e p a t i e n t and h a v e t o rely on a n
untrained c r e w for care.
Fire Extinguishers
All f i r e extinguishers m u s t b e a r Under-
w r i t e r s L a b o r a t o r y (UL) " Marine Type" a p -
proved labels. With t h e UL c e r t i f i c a t i o n ,
t h e extinguisher d o e s n o t h a v e t o h a v e a
C o a s t Guard approval number. T h e C o a s t
Guard classifies f i r e e x t i n g u i s h e r s a c c o r d i n g
t o t h e i r s i z e and type.
Type B-I or B-I1 Designed f o r e x t i n -
guishing f l a m m a b l e liquids. R e q u i r e d on a l l
motorboats.
 © pdfmanualpublisher.com 2005 COMPASS 1-15

T h e C o a s t Guard considers a b o a t having

o n e o r m o r e of t h e following conditions as a
" boat of closed construction" s u b j e c t t o f i r e
extinguisher regulations.
1- Inboard e n g i n e o r engines.
2- Closed c o m p a r t m e n t s under t h w a r t s
a n d seats wherein p o r t a b l e f u e l t a n k s m a y
b e stored.
3- Double bottorns n o t s e a l e d t o t h e hull
o r which a r e n o t c o m p l e t e l y filled w i t h
f l o t a t i o n materials.
4- Closed living spaces.
5- Closed s t o w a g e c o m p a r t m e n t s in
which c o m b u s t i b l e o r f l a m m a b l e m a t e r i a l i s
stored.
6- P e r m a n e n t l y installed fuel tanks.
D e t a i l e d classification of f i r e extingui-
s h e r s is by a g e n t a n d size:
B-I contains 1-114 gallons foam, or 4 pounds
carbon dioxide, or 2 pounds dry chemical
agent, or 2-1/2 pounds Halon. A suitable fire extinguisher should be mounted close
B-I1 contains 2-112 gallons foam, or 15 to the helmsman for emergency use.
pounds carbon dioxide, or 10 pounds dry
chemical agent, or 10 pounds Halon. o r just poor visibilty. Under t h e s e condi-
T h e c l a s s of m o t o r b o a t d i c t a t e s how tions, h e m a y h a v e n o o t h e r m e a n s of k e e p -
m a n y f i r e extinguishers a r e required on ing t o his desired c o u r s e e x c e p t with t h e
board. O n e B-I1 u n i t c a n b e s u b s t i t u t e d f o r compass. When crossing a n o p e n body of
t w o B-I extinguishers. When t h e e n g i n e w a t e r , his c o m p a s s m a y b e t h e only m e a n s
c o m p a r t m e n t of a m o t o r b o a t i s equipped of making a n a c c u r a t e landfall.
with a fixed (built-in) extinguishing s y s t e m , During thick w e a t h e r when you c a n nei-
o n e less p o r t a b l e B-I u n i t is required. t h e r see nor h e a r t h e e x p e c t e d a i d s t o
Dry c h e m i c a l f i r e extinguishers w i t h o u t navigation, a t t e m p t i n g t o run o u t t h e t i m e
g a u g e s o r indicating d e v i c e s m u s t b e weigh- on a given c o u r s e c a n d i s r u p t t h e p l e a s u r e of
e d and t a g g e d e v e r y 6 months. If t h e g r o s s t h e cruise. T h e skipper g a i n s l i t t l e c o m f o r t
weight of a c a r b o n dioxide (COZ) f i r e e x t i n - in a c h a i n of soundings t h a t d o e s n o t m a t c h
guisher is reduced by m o r e t h a n 10% of t h e t h o s e g i v e n -a n t h e c h a r t f o r t h e e x p e c t e d
n e t weight, t h e extinguisher i s n o t a c c e p t - a r e a . Any stranding, e v e n f o r a s h o r t t i m e ,
a b l e and m u s t b e recharged. c a n b e a n unnerving experience.
READ l a b e l s 0.n f i r e extinguishers. If t h e
extinguisher i s U.L. listed, i t is a p p r o v e d f o r
m a r i n e use.
DOUBLE t h e n u m b e r of f i r e extinguish-
e r s r e c o m m e n d e d by t h e C o a s t Guard, be-
c a u s e t h e i r r e q u i r e m e n t s a r e a b a r e MINI-
MUM f o r s a f e operation. Your b o a t , f a m i l y ,
and crew, must certainly b e worth much
m o r e t h a n " bare minimum".

1-10 COMPASS

Selection
T h e s a f e t y of t h e b o a t a n d h e r c r e w m a y
depend on h e r compass. In m a n y a r e a s
w e a t h e r conditions c a n c h a n g e s o rapidly
Do not hesitate to spend a few extra dollars for a
t h a t within m i n u t e s a skipper m a y find him- good reliable compass. If in doubt, seek advice from
self "socked-in" by a f o g b a n k , a r a i n squall, fellow boaters.
I- 16 SAFETY © pdfmanualpublisher.com 2005
A pilot will n o t knowingly a c c e p t a
c h e a p p a r a c h u t e , a good b o a t e r should n o t
a c c e p t a bargain in l i f e j a c k e t s , f i r e e x -
tinguishers, o r compass. T a k e t h e t i m e a n d
spend t h e f e w e x t r a dollars t o p u r c h a s e a
c o m p a s s t o f i t your e x p e c t e d needs. R e -
gardless of w h a t t h e s a l e s m a n m a y t e l l you,
postpone buying until you h a v e had t h e
chance to check more than one make and
model.
L i f t e a c h c o m p a s s , t i l t a n d t u r n i t , sim-
ulating e x p e c t e d motions of t h e boat. T h e
c o m p a s s c a r d should h a v e a s m o o t h a n d
stable reaction.
T h e c a r d of a good quality c o m p a s s will
c o m e t o r e s t w i t h o u t oscillations a b o u t t h e
lubber's line. R e a s o n a b l e m o v e m e n t in your
hand, c o m p a r a b l e t o t h e rolling a n d pitching
of t h e b o a t , should n o t m a t e r i a l l y a f f e c t t h e
reading.
Installa t i o n
P r o p e r installation of t h e c o m p a s s d o e s
n o t happen by a c c i d e n t . Make a c r i t i c a l
c h e c k of t h e proposed location t o b e s u r e
c o m p a s s p l a c e m e n t will p e r m i t t h e helms-
m a n t o use i t with c o m f o r t a n d a c c u r a c y .
First, t h e c o m p a s s should b e placed di-
r e c t l y in f r o n t of t h e h e l m s m a n a n d in such
a position t h a t i t c a n b e viewed w i t h o u t
body s t r e s s as h e s i t s o r s t a n d s in a p o s t u r e
of r e l a x e d a l e r t n e s s . T h e c o m p a s s should b e
in t h e helmsman's z o n e of c o m f o r t . If t h e
c o m p a s s is t o o f a r a w a y , h e m a y h a v e t o
The compass is a delicate instrument and deserves
respect. It should be mounted securely and in position
where it can be easily observed by the helmsman.
bend f o r w a r d t o w a t c h it; t o o c l o s e a n d h e
m u s t r e a r b a c k w a r d f o r relief.
Secondly, g i v e s o m e t h o u g h t t o c o m f o r t
in heavy w e a t h e r a n d poor visibilty condi-
tions during t h e d a y a n d night. In s o m e
cases, t h e c o m p a s s position m a y b e p a r t i a l l y
d e t e r m i n e d by t h e l o c a t i o n of t h e wheel,
s h i f t l e v e r , a n d t h r o t t l e handle.
Thirdly, i n s p e c t t h e c o m p a s s s i t e t o b e
s u r e t h e i n s t r u m e n t will b e at l e a s t t w o f e e t
f r o m a n y e n g i n e indicators, bilge v a p o r de-
tectors, magnetic instruments, o r any s t e e l
o r iron objects. If t h e c o m p a s s c a n n o t b e
p l a c e d a t l e a s t t w o f e e t (six f e e t would b e
b e t t e r ) f r o m o n e of t h e s e influences, t h e n
either t h e compass o r t h e other object m u s t
b e moved, if f i r s t o r d e r a c c u r a c y is t o b e
expected.
O n c e t h e c o m p a s s location a p p e a r s t o b e
s a t i s f a c t o r y , give t h e c o m p a s s a test b e f o r e
installation. Hidden i n f l u e n c e s m a y b e con-
c e a l e d under t h e c a b i n top, f o r w a r d of t h e
c a b i n a f t bulkhead, within t h e c o c k p i t ceil-
ing, o r in a wood- covered stanchion.
Move t h e c o m p a s s around in t h e a r e a of
t h e proposed location. K e e p a n e y e on t h e
c a r d . A m a g n e t i c i n f l u e n c e is t h e only t h i n g
t h a t will m a k e t h e c a r d turn. You c a n
quickly find a n y such i n f l u e n c e with t h e
compass. If t h e influence c a n n o t b e moved
a w a y o r r e p l a c e d by o n e of non- magnetic
m a t e r i a l , test t o d e t e r m i n e w h e t h e r i t i s
m e r e l y m a g n e t i c , a s m a l l p i e c e of iron o r
s t e e l , o r s o m e m a g n e t i z e d s t e e l . Bring t h e
n o r t h pole of t h e c o m p a s s n e a r t h e o b j e c t ,
t h e n s h i f t a n d bring t h e s o u t h pole n e a r it.
Both t h e n o r t h and s o u t h poles will b e
a t t r a c t e d if t h e c o m p a s s i s d e m a g n e t i z e d .
If t h e o b j e c t a t t r a c t s o n e pole a n d r e p e l s
t h e o t h e r , then t h e c o m p a s s is m a g n e t i z e d .
If your c o m p a s s n e e d s t o b e d e m a g n e t i z e d ,
t a k e i t t o a shop equipped t o d o t h e job
PROPERLY.
A f t e r you h a v e moved t h e c o m p a s s a-
round in t h e proposed mounting a r e a , hold i t
down o r t a p e i t in position. T e s t e v e r y t h i n g
you f e e l m i g h t a f f e c t t h e c o m p a s s a n d c a u s e
a deviation f r o m a t r u e reading. R o t a t e t h e
wheel f r o m hard o v e r t o hard over. S w i t c h
on and off a l l t h e lights, radios, radio d i r e c -
tion f i n d e r , radio telephone, d e p t h f i n d e r
a n d t h e shipboard i n t e r c o m , if o n e i s i n s t a l -
led. Sound t h e e l e c t r i c whistle, t u r n on t h e
windshield wipers, s t a r t t h e e n g i n e (with
w a t e r c i r c u l a t i n g through t h e engine), work
t h e t h r o t t l e , a n d m o v e t h e g e a r s h i f t lever.
 © pdfmanualpublisher.com 2005
COMPASS 1-17

If t h e b o a t h a s a n auxiliary g e n e r a t o r , s t a r t r e a d i n g w a s observed. This t i m e as 189

it. d e g r e e s , I 1 d e g r e e s off f r o m t h e original
If t h e c a r d m o v e s during a n y o n e of reading.
t h e s e tests, t h e c o m p a s s should b e r e l o c a t - Finally, t h e c o n t e n t s of t h e c a n w e r e
ed. Naturally, if s o m e t h i n g like t h e wind- c o n s u m e d , t h e c a n p l a c e d on b o t h s i d e s of
shield wipers c a u s e a slight deviation, i t t h e c o m p a s s with N O a f f e c t on t h e c o m p a s s
m a y b e n e c e s s a r y f o r you t o m a k e a d i f f e r - reading.
e n t deviation t a b l e t o use only when c e r t a i n T w o v e r y i m p o r t a n t conclusions c a n b e
p i e c e s of e q u i p m e n t i s operating. B e a r in d r a w n f r o m t h e s e tests.
mind, following a c o u r s e t h a t i s only off a 1- S o m e t h i n g m u s t h a v e b e e n in t h e con-
d e g r e e o r t w o f o r s e v e r a l hours c a n m a k e t e n t s of t h e c a n t o a f f e c t t h e c o m p a s s s o
c o n s i d e r a b l e d i f f e r e n c e a t t h e end, p u t t i n g- drastically.
you on a r e e f , rock, o r shoal.
Check t o b e sure the intended compass
s i t e i s solid. Vibration will i n c r e a s e pivot
wear.
Now, you a r e ready t o m o u n t t h e c o m -
pass. T o p r e v e n t a n e r r o r on a l l c o u r s e s , t h e
l i n e through t h e lubber line a n d t h e c o m p a s s
c a r d pivot m u s t b e e x a c t l y p a r a l l e l t o t h e
k e e l of t h e boat. You c a n establish t h e
fore- and- aft line of t h e b o a t w i t h a s t o u t
c o r d o r string. Use c a r e t o t r a n s f e r this l i n e
t o t h e c o m p a s s s i t e . If n e c e s s a r y , shim t h e
b a s e of t h e c o m p a s s until t h e s t i l e - t y p e
lubber line ( t h e o n e a f f i x e d t o t h e case a n d
n o t gimbaled) is v e r t i c a l when t h e b o a t is on
a n e v e n keel. Drill t h e holes a n d m o u n t t h e
compass.

Magnetic Items After Installation

Many t i m e s a n o w n e r will install a n
expensive s t e r e o s y s t e m in t h e c a b i n of his
boat. I t is n o t uncommon f o r t h e s p e a k e r s
t o b e m o u n t e d on t h e a f t bulkhead up
a g a i n s t t h e o v e r h e a d (ceiling). In a l m o s t
e v e r y case, this position p l a c e s o n e of t h e
s p e a k e r s in v e r y c l o s e proximity t o t h e
c o m p a s s , m o u n t e d a b o v e t h e ceiling.
As w e a l l know, a m a g n e t is used in t h e
o p e r a t i o n of t h e speaker. T h e r e f o r e , i t is
v e r y likely t h a t t h e s p e a k e r , m o u n t e d a l -
m o s t under t h e c o m p a s s in t h e c a b i n will
h a v e a v e r y pronounced a f f e c t on t h e c o m -
pass a c c u r a c y .
Consider t h e following test a n d t h e ac-
companying photographs a s prove of t h e
s t a t e m e n t s made.
F i r s t , t h e c o m p a s s w a s r e a d as 190 d e -
g r e e s while t h e b o a t w a s s e c u r e in h e r slip.
N e x t a full c a n of d i e t c o k e in a n alum-
inum c a n w a s placed on o n e side and t h e
c o m p a s s r e a d a s 204 d e g-r e e s , a ~- o o d14
d e g r e e s off. "Innocent" objects close to the compass, such as diet
can was moved to the coke in an aluminum can, may cause serious problems
Next' the and lead to disaster, as these three photos and the
o p p o s i t e s i d e of t h e c o m p a s s and a g a i n a a,co,panying text prove.
1-18 SAFETY © pdfmanualpublisher.com 2005
2- K e e p e v e n "innocent" things c l e a r of
t h e c o m p a s s t o avoid a n y possible e r r o r in
t h e boat's heading.
REMEMBER, a b o a t moving through t h e
w a t e r at 10 k n o t s on a c o m p a s s e r r o r of just
5 d e g r e e s will b e a l m o s t 1.5 m i l e s off
c o u r s e in only O N E hour. A t night, o r in
thick w e a t h e r , this could v e r y possibly p u t
t h e b o a t on a r e e f , rock, o r shoal, w i t h
d i s a s t r o u s results.
1-11 STEERING
USCG o r BIA c e r t i f i c a t i o n of a s t e e r i n g
system means t h a t all materials, equipment,
a n d installation of t h e s t e e r i n g p a r t s m e e t
or exceed specific standards for strength,
t y p e , a n d maneuverability. Avoid s h a r p
bends when routing t h e cable. C h e c k t o b e
s u r e t h e pulleys t u r n f r e e l y a n d a l l f i t t i n g s
a r e s e c u r e . S e e C h a p t e r 7 f o r details.
1-12 ANCHORS
O n e of t h e m o s t i m p o r t a n t p i e c e s of
e q u i p m e n t in t h e b o a t n e x t t o t h e p o w e r
p l a n t is t h e ground t a c k l e carried. The
e n g i n e m a k e s t h e b o a t g o and t h e a n c h o r
a n d i t s l i n e a r e w h a t hold i t in p l a c e when
t h e b o a t is n o t s e c u r e d t o a dock o r on t h e
beach.
T h e a n c h o r m u s t b e of s u i t a b l e size,
type, and weight t o give t h e skipper p e a c e
The weight of the anchor MUST be adequate to
secure the boat without dragging.
of mind when his b o a t is at anchor. Under
c e r t a i n conditions, a second, s m a l l e r , l i g h t e r
a n c h o r m a y h e l p t o k e e p t h e b o a t in a
f a v o r a b l e position during a non- emergency
d a y t i m e situation.
In o r d e r f o r t h e a n c h o r t o hold properly,
a piece of chain must b e a t t a c h e d t o t h e
a n c h o r a n d t h e n t h e nylon a n c h o r line at-
t a c h e d t o t h e chain. T h e a m o u n t of c h a i n
should e q u a l o r e x c e e d t h e l e n g t h of t h e
boat. Such a p i e c e of c h a i n will e n s u r e t h a t
t h e a n c h o r s t o c k will lay in a n a p p r o x i m a t e
h o r i z o n t a l position a n d p e r m i t t h e f l u t e s t o
d i g i n t o t h e b o t t o m a n d hold.
1-13 MISCELLANEOUS EQUIPMENT
In addition t o t h e e q u i p m e n t you a r e
legally required t o c a r r y in t h e b o a t a n d
t h o s e previously mentioned, s o m e e x t r a
i t e m s will a d d ' t o your boating p l e a s u r e a n d
s a f e t y . P r a c t i c a l suggestions would include:
a bailing d e v i c e (bucket, pump, etc.), b o a t
hook, f e n d e r s , s p a r e propeller, s p a r e e n g i n e
p a r t s , tools, a n auxiliary m e a n s of propul-
sion (paddle o r oars), s p a r e c a n of gasoline,
flashlight, and e x t r a warm clothing. The
a r e a of your b o a t i n g a c t i v i t y , w e a t h e r con-
ditions, length of s t a y a b o a r d your b o a t , a n d
t h e s p e c i f i c purpose will a l l c o n t r i b u t e t o
t h e kind and a m o u n t of s t o r e s you p u t
aboard. When i t c o m e s t o personal g e a r ,
h e e d t h e a d v i c e of v e t e r a n b o a t e r s who s a y ,
" Decide on how l i t t l e you think you c a n g e t
by with, t h e n c u t i t in half."
Bilge Pumps
A u t o m a t i c bilge pumps should b e equip-
ped with a n overriding m a n u a l switch. T h e y
should a l s o h a v e a n i n d i c a t o r in t h e o p e r a -
tor's position t o advise t h e h e l m s m a n when
t h e p u m p is operating. S e l e c t a p u m p t h a t
will s t a b i l i z e i t s t e m p e r a t u r e within t h e
m a n u f a c t u r e r ' s s p e c i f i e d l i m i t s when i t is
o p e r a t e d continuously. T h e pump m o t o r
should b e a s e a l e d o r a r c l e s s type, s u i t a b l e
f o r a m a r i n e a t m o s p h e r e . P l a c e t h e bilge
p u m p i n l e t s s o e x c e s s bilge w a t e r c a n b e
r e m o v e d a t a l l n o r m a l b o a t trims. The
i n t a k e s should b e properly s c r e e n e d t o pre-
v e n t t h e p u m p f r o m sucking up d e b r i s f r o m
t h e bilge. I n t a k e tubing should b e of a high
q u a l i t y a n d stiff enough t o r e s i s t kinking a n d
n o t c o l l a p s e under m a x i m u m pump s u c t i o n
condition if t h e i n t a k e b e c o m e s blocked.
T o test o p e r a t i o n of t h e bilge pump,
o p e r a t e t h e pump switch. If t h e m o t o r d o e s
 © pdfmanualpublisher.com 2005
n o t run, d i s c o n n e c t t h e l e a d s t o t h e motor.
C o n n e c t a v o l t m e t e r t o t h e leads a n d see if
v o l t a g e is indicated. If v o l t a g e is n o t indi-
c a t e d , then t h e problem m u s t b e in a blown
fuse, defective switch, or some other a r e a
of t h e e l e c t r i c a l system.
If t h e m e t e r i n d i c a t e s v o l t a g e is p r e s e n t
at t h e leads, then r e m o v e , disassemble, a n d
i n s p e c t t h e bilge pump. C l e a n i t , reassern-
ble, c o n n e c t t h e leads, and o p e r a t e t h e
s w i t c h again. If t h e m o t o r s t i l l f a i l s t o run,
t h e pump m u s t b e replaced.
T o t e s t t h e bilge pump s w i t c h , f i r s t
d i s c o n n e c t t h e l e a d s f r o -n t h e pump a n d
c o n n e c t t h e m t o a t e s t light o r o h m m e t e r .
N e x t , hold t h e s w i t c h f i r m l y a g a i n s t the
mounting location in o r d e r t o m a k e a good
ground. Now, t i l t t h e opposite e n d of t h e
s w i t c h upward until i t is a c t i v a t e d as indica-
t e d by t h e t e s t light c o m i n g on o r t h e
o h m m e t e r showing continuity. Finally, low-
e r t h e s w i t c h slowly t o w a r d t h e mounting
position until i t is d e a c t i v a t e d . Measure t h e
d i s t a n c e b e t w e e n t h e point t h e s w i t c h w a s
a c t i v a t e d and t h e point i t w a s d e a c t i v a t e d .
F o r proper s e r v i c e , t h e s w i t c h should d e a c t -
The bilge pump line must be cleaned frequently t o
ensure the entire bilge pump system will be able t o
perform properly in an emergency.
NAVIGATION 1- 19
i v a t e b e t w e e n 1/2-inch a n d 1/4-inch f r o m
t h e planned mounting position. CAUTION:
The switch m u s t never be mounted lower
than the bilge pump pickup.
1-1 4 BOATING ACCIDENT REPORTS
New f e d e r a l a n d state r e g u l a t i o n s r e -
q u i r e a n a c c i d e n t r e p o r t t o b e filed w i t h t h e
n e a r e s t S t a t e boating a u t h o r i t y within 48
hours if a person is lost, disappears, o r i s
injured t o t h e d e g r e e of needing m e d i c a l
t r e a t m e n t beyond f i r s t aid.
Accidents involving only p r o p e r t y or e q u i p -
m e n t d a m a g e MUST b e r e p o r t e d w i t h i n 10
days, if t h e d a m a g e is i n excess o f $500.00.
Some states r e q u i r e reporting o f accidents with
p r o p e r t y damage less t h a n $500.00 or a total
b o a t loss. A $1,000.00 PENALTY m a y be
assessed f o r failure t o s u b m i t t h e report.
WORD OF ADVICE
T a k e t i m e t o m a k e a c o p y of t h e r e p o r t
t o k e e p f o r your r e c o r d s o r f o r t h e i n s u r a n c e
company. O n c e t h e r e p o r t i s filed, t h e
C o a s t Guard will n o t g i v e o u t a copy, e v e n
t o t h e person who filled t h e r e p o r t .
T h e r e p o r t m u s t give d e t a i l s of t h e a c c i -
d e n t a n d include:
1- T h e d a t e , t i m e , a n d e x a c t location of
t h e occurrence.
2- T h e n a m e of e a c h person who died,
w a s lost, o r injured.
3- T h e n u m b e r a n d n a m e of t h e vessel.
4- T h e n a m e s a n d a d d r e s s e s of t h e own-
e r and operator.
If t h e o p e r a t o r c a n n o t f i l e t h e r e p o r t f o r
a n y reason, e a c h person on a b o a r d MUST
notify t h e a u t h o r i t i e s , o r d e t e r m i n e t h a t t h e
r e p o r t h a s b e e n filed.
1-15 NAVIGATION
Buoys
In t h e U n i t e d S t a t e s , a b u o y a g e s y s t e m i s
used as a n a s s i s t t o a l l b o a t e r s of a l l s i z e
c r a f t t o navigate our coastal w a t e r s and our
navigable r i v e r s in s a f e t y . When properly
r e a d a n d understood, t h e s e buoys a n d mark-
e r s will p e r m i t t h e b o a t e r t o c r u i s e w i t h
c o m p a r a t i v e c o n f i d e n c e t h a t h e will b e a b l e
t o avoid r e e f s , rocks, shoals, a n d o t h e r haz-
ards.
In t h e spring of 1983, t h e C o a s t G u a r d
began making m o d i f i c a t i o n s to U.S. a i d s to
navigation in s u p p o r t of a n a g r e e m e n t spon-
1-20 SAFETY © pdfmanualpublisher.com 2005
Internat ionally accepted distress signals.
s o r e d by t h e I n t e r n a t i o n a l Associaiton of
Lighthouse A u t h o r i t i e s (IALA) a n d signed by
r e p r e s e n t a t i v e s f r o m m o s t of t h e m a r i t i m e
n a t i o n s of t h e world. T h e p r i m a r y purpose
of t h e m o d i f i c a t i o n s i s t o i m p r o v e s a f e t y b y
m a k i n g buoyage s y s t e m s around t h e world
m o r e a l i k e a n d l e s s confusing.
The modifications mentioned moved ahead
rapidly in the mid and late 1980's and were
scheduled to be completed in the early 1990's.
Lights
The following information regarding lights
required on boats between sunset and sunrise or
during restricted visibility is taken directly from
a U.S. Coast Guard publication.
T h e t e r m s "PORT' a n d "STARBOARD"
a r e used t o r e f e r t o t h e l e f t a n d r i g h t s i d e
of t h e b o a t , when looking forward. One
e a s y way t o r e m e m b e r t h i s b a s i c f u n d a m e n -
t a l is t o consider t h e words "port" a n d "left"
both h a v e f o u r l e t t e r s and g o t o g e t h e r .
Waterway Rules
On t h e w a t e r , c e r t a i n basic s a f e - o p e r a t -
ing p r a c t i c e s m u s t be followed. You should
l e a r n and p r a c t i c e t h e m , f o r t o know, is t o
b e a b l e t o handle your b o a t with c o n f i d e n c e
a n d s a f e t y . Knowledge of w h a t t o do, a n d
n o t do, will add a g r e a t d e a l t o t h e enjoy-
m e n t you will r e c e i v e f r o m your boating
investment.
Rules of the R o a d
T h e b e s t a d v i c e possible and a C o a s t
Guard r e q u i r e m e n t f o r b o a t s o v e r 39' 4" (12
m e t e r s ) s i n c e 1981, is t o o b t a i n a n o f f i c i a l
copy of t h e " Rules of t h e Road", which
includes Inland Waterways, Western Rivers,
and t h e G r e a t L a k e s f o r study and r e a d y
reference.
T h e following t w o p a r a g r a p h s give a
VERY brief condensed a n d a b b r e v i a t e d --
a l m o s t a synopsis of t h e rules a n d should n o t
b e considered in any way as c o v e r i n g t h e
e n t i r e subject.
P o w e r e d b o a t s m u s t yield t h e right- of-
way t o a l l b o a t s w i t h o u t m o t o r s , e x c e p t
when being o v e r t a k e n . When m e e t i n g a n -
o t h e r b o a t head- on, k e e p t o s t a r b o a r d , un-
less you a r e t o o f a r t o p o r t t o m a k e this
p r a c t i c a l . When o v e r t a k i n g a n o t h e r b o a t ,
t h e right- of- way belongs t o t h e b o a t being
o v e r t a k e n . If your b o a t is being passed, you
m u s t m a i n t a i n c o u r s e a n d speed.
When t w o b o a t s a p p r o a c h a t a n a n g l e a n d
t h e r e is d a n g e r of collision, t h e b o a t t o p o r t
m u s t give way t o t h e b o a t t o s t a r b o a r d .
Always k e e p t o s t a r b o a r d in a n a r r o w c h a n -
nel o r canal. Boats underway m u s t s t a y
c l e a r of vessels fishing w i t h n e t s , lines, o r
trawls. (Fishing b o a t s a r e n o t allowed t o
fish in c h a n n e l s o r t o o b s t r u c t navigation.)
 © pdfmanualpublisher.com 2005

TUNING
2-1 INTRODUCTION
The efficiency, reliability, fuel economy
and enjoyment you receive from t h e engine's
performance a r e all directly dependent on
having i t tuned properly. The importance of
performing service work in t h e sequence
detailed in this chapter cannot b e over-
emphasized. Before making any adjust-
ments, check t h e specifications in t h e Ap-
pendix. Do not rely on your memory.
Before beginning t o t u n e any engine,
check t o be sure t h e engine cylinders have
satisfactory compression. An engine with
worn piston rings, burnt valves, or a blown
gasket cannot b e made t o perform properly
no m a t t e r how much t i m e and expense is
spend on t h e tune-up. Poor compression
must b e corrected or t h e tune-up will not
give t h e desired results.
very important t o complete t h e ignition
work before moving t o t h e fuel system be-
cause t h e ignition adjustments have so much
a f f e c t on the carburetion.
-
2-3 MECHANICAL TASKS
Check the drive belt a t least once a year
or during each tune-up. Replace t h e belt if
there is any evidence of a crack or t e a r on
t h e under surface.
If i t is necessary to install a new belt, be
sure t o use only the size and type recom-
mended by the engine manufacturer.
Adjust t h e belt tension by first loosening
t h e brace and pivot bolts, and then pivoting

2-2 TUNING FOR PERFORMANCE

First, check t h e b a t t e r y t o b e sure i t will

deliver enough energy. The b a t t e r y must
not only crank t h e engine rapidly enough t o
draw in t h e proper amount of air-fuel mix-
t u r e and compress it, but t h e b a t t e r y must
also have enough energy l e f t t o energize t h e
ignition system for a hot spark t o ignite t h e
mixture.
Mechanical checks and service includes
adjusting t h e fan belt, checking t h e com-
pression, tightening t h e cylinder head and
manifold bolts, and adjusting t h e valve.
Ignition system service includes replac-
ing and adjusting t h e contact points, check-
ing t h e ignition advance, and adjusting t h e
timing.
Fuel system service and carburetor ad-
justments a r e made a f t e r all ignition checks
Adjust the drive belt until the belt will depress
and adjustments have been completed. It is approximately 1/4-inch under finger pressure.
 2-2 TUNING © pdfmanualpublisher.com 2005

t h e alternator away from t h e engine until

t h e b e l t d e f l e c t i o n i s 1 / 4 inch (6.35mm)
when you e x e r t a downward pressure a g a i n s t
t h e belt. M a k e t h e b e l t d e f l e c t i o n measure-
m e n t midway b e t w e e n t h e c i r c u l a t i n g p u m p
pulley and t h e a l t e r n a t o r pulley. Tighten
t h e a l t e r n a t o r b r a c k e t and pivot b o l t s se-
curely.
If t h e b a t t e r y h a s a r e c o r d of not holding
a full c h a r g e , c h e c k t h e tension of t h e d r i v e
belt. T h e f a i l u r e t o hold a full c h a r g e m a y
also b e c a u s e d by a f a u l t y a l t e r n a t o r o r a
d e f e c t i v e v o l t a g e regulator. T h e c a u s e of a
b a t t e r y using t o o m u c h w a t e r is usually
a t t r i b u t e d to t h e v o l t a g e r e g u l a t o r being set
t o o high. In t h i s case, r e p l a c e t h e regulator. Many electrical problems can be traced to corroded
R e f e r t o C h a p t e r 6 f o r s e r v i c e d e t a i l s of t h e battery terminals. The most serious damage could be a
e l e c t r i c a l system. burned-out alternator.
Tighten t h e battery cables on t h e bat-
Battery Service t e r y posts t o e n s u r e a good c o n t a c t . C l e a n
C h e c k t h e b a t t e r y , c a b l e s , a n d surround- t h e posts or -cable terminals with a wire
ing a r e a f o r signs of corrosion. Look f o r brush if t h e y h a v e b e c o m e corroded. A f t e r
l o o s e o r broken carriers; c r a c k e d o r bulged t h e p o s t s and t e r m i n a l s a r e c l e a n , a p p l y a
cases; d i r t and acid; e l e c t r o l y t e leakage; t h i n c o a t i n g of Multipurpose L u b r i c a n t t o
a n d low e l e c t r o l y t e level. Add distilled b o t h as a p r e v e n t a t i v e m e a s u r e a g a i n s t cor-
w a t e r t o t h e cells t o bring t h e m up t o t h e rosion forming.
proper level. K e e p t h e t o p of t h e b a t t e r y
c l e a n and b e s u r e t h e b a t t e r y i s s e c u r e l y
f a s t e n e d in position.
When cleaning t h e b a t t e r y BE SURE t h e
v e n t plugs a r e t i g h t t o p r e v e n t a n y of t h e
c l e a n i n g solution f r o m e n t e r i n g t h e cells.
F i r s t , wash t h e b a t t e r y w i t h a d i l u t e d a m -
monia o r soda solution t o n e u t r a l i z e a n y
a c i d , and t h e n flush t h e solution off with
c l e a n water.
K e e p t h e b a t t e r y hold-down d e v i c e t i g h t
enough t o p r e v e n t a n y m o v e m e n t b u t not s o
t i g h t t h a t i t p u t s t h e b a t t e r y case under a
strain.

Using a special tool to clean the battery terminals.

After cleaning and the cables have been connected,
An inexpensive brush is the best tool for cleaning coat the terminals and connectors with lubricant to
the inside diameter of battery cable connectors. prevent further corrosion.
 © pdfmanualpublisher.com 2005 MECHANICAL TASKS 2-3

G r a s p t h e molded c a p , t h e n t w i s t slightly
a n d pull i t loose f r o m t h e plug. Do n o t pull
on t h e wire, o r t h e c o n n e c t i o n inside t h e c a p
may become separated o r the boot may b e
damaged. R e m o v e t h e s p a r k plugs a n d b e
careful not t o tilt the socket, t o prevent
c r a c k i n g t h e insulator. C o m p a r e t h e s p a r k
plugs w i t h t h e i l l u s t r a t i o n s on t h i s p a g e a n d
t h e n e x t page t o d e t e r m i n e how t h e e n g i n e
h a s b e e n running. C l e a n a n d g a p t h e s p a r k
plugs. Use t h e s p e c i f i c a t i o n s in t h e Appen-
dix f o r t h e proper g a p dimension.

Test the battery electrolyte at regular intervals.

Engine misfire and poor fuel economy can be caused

by corroded spark plug electrodes. To regain perfor-
mance, file aria reset each spark plug, if they are the
least bit corroded.

ALWAYS use a round gauge to measure spark plug

gap. A flat gauge will not give an accurate reading.
N E V E R use a gasket on a spark plug with a tapered Spark plug fouled by oil. The engine may need an
seat. overhaul.
2-4 TUNING © pdfmanualpublisher.com 2005
Excessive overheating, heavy load. Use a spark
with a lower heat mting.
Powdery deposits have melted and shorted-out this
spark plug.
Red, brown, or yellow deposits are by-products o f
combustion from fuel and lubricating oil.
Cylinder and Manifold Bolt Tightening
Tighten t h e cylinder head and manifold
bolts in t h e sequence detailed by t h e dia-
g r a m s in C h a p t e r 3, Engine Service, and
according t o t h e torque specification given
in t h e Appendix.
Compression Testing
Insert a compression gauge in each spark
plug opening one-at-a-time; crank t h e en-
gine and check t h e compression. A signifi-
cant variation between cylinders is f a r m o r e
important than t h e a c t u a l reading of each
o n e individually. A difference of over 20
psi, indicates a ring o r valve problem. To
d e t e r m i n e which needs a t t e n t i o n , insert a
teaspoonful of oil into t h e spark plug open-
ing of t h e low reading cylinder, and t h e n
crank t h e engine a f e w times t o distribute
t h e oil. Now, check t h e compression again
t o see if inserting t h e oil caused a change.
If t h e reading went up, t h e n t h e compression
loss is due t o worn rings. If t h e reading
remained t h e s a m e , t h e loss is due t o a
burned valve.
Check the compression of each cylinder.
 © pdfmanualpublisher.com 2005
IGNITION SERVICE 2-5

Valve Adjusting
Proper valve adjustment allows t h e hy-
draulic l i f t e r s t o o p e r a t e in t h e c e n t e r of
t h e i r designed travel. Valve adjusting is not
a simple one-two operation. Theref ore, t h i s
procedure is covered in detail in C h a p t e r 3,
in t h e following sections:
CMC 4- and 6-cyl. in-line engines -- 3-7.
GMC V6 engines -- 3-12
GMC V8 engines -- 3-29.
Ford V8 engines -- 3-40.
2-4 IGNITION SERVICE
Replace a pitted rotor.
It is not possible t o do a good job of
replacing t h e c o n t a c t points with t h e dis- A t t h e t i m e of installation, align t h e
tributor in t h e engine. To remove t h e rotor on t h e mark you s c r i b e d , o n t h e hous-
distributor, t u r n t h e crankshaft until t h e ing, t h e n lower t h e distributor slowly and
rotor points t o t h e No. 1 cylinder position. you will s e e t h e rotor turn back until i t i s
Most distributor caps have a "1" s t a m p e d on pointing t o t h e No. 1 cylinder position.
t h e cap. Remove t h e hold-down bolt. Re- Always r e p l a c e t h e c o n t a c t points r a t h e r
move t h e distributor slowly and you will
notice t h e rotor turn. When t h e rotor stops
turning, t h e distributor gear is f r e e of t h e
c a m s h a f t gear. A t this point scribe a mark
on t h e distributor housing in line with t h e
edge of t h e rotor a s an aid t o installation.

A crack in the distributor cap can cause hard

starting and misfire, especially at high speed.

' CRACK

Use a couple squirts o f engine oil into the cylinder

t o determine if the com~ressionloss is a burned valve A cracked distributor cap may be the cause o f hard
or worn piston 'rin g s, as ekplained in the text. starting or misfiring.
2-6 TUNING © pdfmanualpublisher.com 2005

CORRECT v
AREA NOT
CENTERED

HISALIGNMENT
n n

1
@ CONTACT
AREA NOT
CENTERED

The dwell angle is directly related to the point gap. MISALIGNMENT

Breaker point alignment guide.
t h a n filing, them. It is seldom necessary t o
replace the condenser.
Adjust t h e point gap according t o t h e
specifications listed in t h e Appendix. K e e p
t h e f e e l e r gauge blade clean, because t h e
slightest amount of oil film will cause trou-
ble when i t oxidizes.
It is best t o add 0.003" t o t h e clearance
specification when installing a new s e t of
c o n t a c t points t o compensate for initial
rubbing block wear. ALWAYS keep t h e
c o n t a c t point retaining screw SNUG during
t h e adjustment t o prevent t h e g a p f r o m
changing when i t i s finally tightened.
A f t e r t h e proper gap adjustment has
been made, apply a light layer of heavy
g r e a s e t o c o a t t h e distributor cam. Turn
t h e distributor s h a f t in t h e normal direction
of rotation s o t h e lubricant is wiped o f f
against t h e back of t h e rubbing blodk. The .Adjusting the point gap.
g r e a s e will remain on t h e rubbing block a s a

Check the contact points for abnormal wear, A faulty condenser will cause abnormal contact
burning, or pitting. point wear and loss of engine performance.
 © pdfmanualpublisher.com 2005
reservoir t o supply lubricant as t h e block
wears. Wipe off any excess lubricant.
Leave only t h e g r e a s e s t o r e d on t h e rubbing
block.
R e p l a c e t h e distributor in t h e engine,
with t h e rotor pointing toward t h e mark you
scribed on t h e housing. Tighten t h e hold-
down bolt. The ignition timing will b e
adjusted a f t e r t h e engine is running, as
described in t h e following paragraphs.
Ignition Timing
Connect a t a c h o m e t e r t o t h e coil leads.
Connect a power timing light t o t h e No. 1
spark plug. Do not puncture t h e wire o r
boot when you install t h e timing light be-
c a u s e a puncture could s t a r t a voltage l e a k
and lead t o problems later.
S t a r t t h e engine and adjust t h e speed and
timing t o t h e specifications listed in t h e
Appendix.
CAUTION: Water must circulate through
the lower unit to the engine any time the en-
gine is run to prevent damage to the water
pump in the lower unit. Just five seconds
without water will damage the water pump.
If a point adjustment is required, s t o p
t h e engine, remove t h e cap, a n d make t h e
adjustment. R e m e m b e r , t h e dwell s e t t i n g
(gap) of t h e c o n t a c t points a f f e c t s t h e igni-
tion timing; t h e r e f o r e , i t is essential t h e
dwell be s e t before adjusting t h e ignition
timing.
Idle t h e engine at 600 rpm or less t o be
s u r e no centrifugal advance is taking place.
Using a timing light connected to the No. 1 spark
plug lead to adjust the timing.
IGNITION SERVICE 2-7
1dlk t h e engine a t 600 rpm o r less t o be
s u r e no centrifugal advance i s taking place.
Loosen t h e hold-down bolt, adjust t h e igni-
tion timing by r o t a t i n g t h e distributor hous-
ing, then tighten t h e hold-down bolt.
Checking Ignition Advance
Ignition timing is varied according t o
engine speed by means of a centrifugal
advance unit. During tune-up, i t is essential
t o check t h e operation of this unit. An
a c c u r a t e check can b e m a d e using a timing
light with a timing gauge and an advance
control knob. If you do not have t h i s piece
of test equipment,' a rough check can be
m a d e t o b e s u r e t h e system is functioning
properly.
With t h e ignition timing properly adjust-
e d and t h e .timing light connected t o No. I
spark plug wire, i n c r e a s e engine speed t o
t h e rpm @ven in t h e Centrifugal Timing
Table in t h e Appendix. The ignition timing
must a d v a n c e t o t h e range (in degrees)
shown in t h e table. If t h e speed f a i l s t o
advance t o t h e required range, remove t h e
distributor and check t h e advance mech-
anism under t h e breaker plate.
Timing marks on late model in-line engines.
2-8 TUNING
Typical timing marks.
N O ADVANCE
Twist the rotor and check
weights for good movement.
springy in one directon and
direction. Encrine .performance
. will suffer
turns sluggish&.
Typical timing marks on the crankshaft pulley.
© pdfmanualpublisher.com 2005
Damage to this piston was caused by a!bnormal
combustion because the fuel exploded violently, causing
the spark plug, piston, and valves to overheat. Proper
adjustment of the spark advance or a change in fuel to
a higher octane rating may correct the problem.
2-5 FUEL SYSTEM SERVICE
General Practices
Change t h e fuel filter in t h e base of t h e
carburetor at least once a year. When t h e
filter is changed, b e sure t o use a new
gasket under t h e nut t o prevent fuel from
leaking out of t h e filter.
Change t h e water separator every year.
Clean t h e f l a m e arrestor a f t e r every 100
hours of operation.
FULL ADVANCE
the automatic advance ~ ~ ~ l~~~l -pump~ i ~ ~ h
The rotor must feel
solid in the opposite As t h e n a m e implies, t h e dual-diaphragm
.. if. the rotor fuel pump has two diaphragms separated by
a metal spacer and an a t t a c h e d sight gauge.
Three important s a f e t y features a r e built
into this type of pump. The pump will
continue t o o p e r a t e on t h e second dia-
phragm if t h e main diaphragm fails. Gaso-
line can only leak i n t o t h e space .between
Fuel in the sight glass means the diaphragms are
leaking and the fuel must be replaced.
 © pdfmanualpublisher.com 2005 FUEL SYSTEM 2-9

t h e t w o diaphragms and not out of t h e NEVER turn t h e idle mixture screws

pump. If gasoline is detected in t h e sight TIGHTLY against t h e i r seats or t h e y will b e
gauge, i t means t h e pump is defective. DAMAGED. Disconnect t h e t h r o t t l e cable.
If t h e dual-diaphragm becomes defective S t a r t t h e engine and run i t at idle speed.
for any reason, i t must be replaced. Do not CAUTION: Water must circulate through
a t t e m p t t o repair this type of pump. unit to the engine any time the en-
gine is run to prevent damage to the water
Carburetor Adjustment pump in the lower unit. Just five seconds
Because t h e carburetor is required t o without water will damage the water pump.
accurately control and mix t h e air and fuel Adjust each idle mixture needle t o ob-
quantities entering t h e combustion chamber, t a i n t h e highest and steadiest manifold va-
proper adjustments a r e critical t o efficient cuum reading. If a vacuum gauge is not
engine operation. Dirt and gum in t h e available, obtain t h e smoothest running,
passages restrict t h e flow of air o r fuel maximum idle speed by turning one of t h e
causing a lean operating condition; hesita- idle adjusting needles in until. engine speed
tion on acceleration; and lack of power on begins t o fall off, then back t h e needle off
demand. over t h e "high spot" until t h e engine rpm
The carburetor control linkage is subject again drops off. S e t t h e idle adjusting
t o wear which will change t h e synchroniza- needle halfway between t h e t w o points for
tion and fuel mixture. These changes will an acceptable idle mixture setting. R e p e a t
a f f e c t engine performance and fuel econo- this procedure with t h e other needle.
my. Theref ore, a c c u r a t e fine carburetor If these adjustments result in an increase
adjustments can hardly be made or expected in idle rpm, reset t h e idle speed adjusting
if t h e carburetor is not i n satisfactory con- screw t o obtain t h e specified idle rpm and
dition. If considerable difficulty is encount- again adjust t h e idle mixture adjusting nee-
e r e d in making t h e adjustments, t h e remedy dles.
m a y b e t o t a k e t i m e f o r a carburetor over- Shift t h e unit into forward gear and
haul, see Chapter 4. readjust t h e idle speed screw t o obtain t h e
To make a preliminary adjustment, turn recommended idle speed as given in t h e
t h e idle mixture adjusting needles inward Appendix.
until t h e y BARELY make contact with their Stop t h e engine and install t h e t h r o t t l e
seats, then back t h e needle o u t t h e specified cable. Check t o be sure t h e t h r o t t l e valves
number of turns. a r e in t h e full open position when t h e re-
mote- control is in t h e full forward position.
On t h e 120 hp t o 165 hp units, with t h e
t h r o t t l e valves fully open, turn t h e wide-
open t h r o t t l e s t o p adjusting screw clockwise
until t h e screw just touches t h e t h r o t t l e
lever. Tighten the s e t nut securely ta
prevent t h e adjustment screw from turning.
Return the shift lever t o the neutral gear
and idle position. The idle-stop screw
should b e against i t s stop.

or High Altitudes

Increased spark advance or carburetor

The fuel filter in the base of the carburetor should
be replaced every year.
recalibration have very l i t t l e a f f e c t on high-
altitude perf ormance. Tests have proven
this s t a t e m e n t t o be true. However, a
marked increase in performance can be ob-
tained by changing propellers for high-alti-
t u d e operation.
Changing t h e prop should be t h e only
modification considered t o obtain t h e r a t e d
rpm. Any other recommendation should be
considered a special case and should b e
2-10 TUNING © pdfmanualpublisher.com 2005

r e f e r r e d t o t h e f a c t o r y branch o r a r e a dis-
tributor f o r specific jet sizes and spark
timing settings.
Changing jet sizes and spark timing set-
tings will: Cause engine failure if operated
at lower elevations; result in increased fuel
economy but will not have any significant
a f f e c t on performance; and may cause add-
e d problems at much lower elevations.

The idle mixture adjusting screw on early Ford V 8

enaines. A second adiustina screw is located on the
Idle speed adjusting screw location on GMC engines. op&site side of the carburet&.
 © pdfmanualpublisher.com 2005
ENGINE
GENERAL PRINCIPLES
Engine specification charts a r e located
in t h e Appendix. These charts can b e used
t o determine t h e engine type, size, and
specifications.
All engines used t o power inboard-out-
board boats, except some of t h e two- cycle
engines o p e r a t e on the four- stroke cycle
principle. During this cycle, t h e piston
t r a v e l s t h e length of its stroke four times.
As t h e piston travels up and down, t h e
crankshaft is rotated half way (180 degrees).
To complete one full cycle, t h e crankshaft
r o t a t e s two complete turns; t h e camshaft,
which controls t h e valves, is driven by t h e
crankshaft a t half crankshaft speed. Valve
action, intake and exhaust, occurs once in
e a c h four- stroke cycle, and t h e piston a c t s
a s an air pump during t h e two remaining
strokes.
Intake Stroke
The intake valve is opened a s t h e piston
moves down t h e cylinder, and this c r e a t e s
a n a r e a of pressure lower than t h e surround-
ing atmosphere. _ Atmospheric pressure will
cause a i r t o flow into this low-pressure
area. By directing t h e air flow through t h e
carburetor, a measured amount of vaporized
fuel is added. When t h e piston reaches t h e
bottom of t h e intake stroke, t h e cylinder is
filled with air and vaporized fuel. The
exhaust valve is closed during t h e intake
stroke.
Compression Stroke
When t h e piston s t a r t s t o move upward,
t h e compression stroke begins. The intake
valve closes, trapping t h e air-f uel mixture
in t h e cylinder. The upward movement of
3-2 ENGINE SERVICE © pdfmanualpublisher.com 2005
t h e piston compresses t h e mixture t o a
fraction of its original volume; e x a c t pres-
sure depends principally on t h e compression
ratio of t h e engine.
Power Stroke
The power stroke is produced by igniting
t h e compressed air-fuel mixture. When t h e
spark plug arcs, t h e mixture ignites and
burns very rapidly during t h e power stroke.
The resulting high temperature expands t h e
gases, creating very high pressure on t o p o f
t h e piston, which drives t h e piston down.
This downward motion of t h e piston is trans-
mitted through t h e connecting rod and is
converted into rotary motion by t h e crank-
shaft. Both the intake and exhaust valves
a r e closed during t h e power stroke.
Exhaust Stroke
The exhaust valve opens just before t h e
piston completes t h e power stroke. Pres-
sure in t h e cylinder at this t i m e causes t h e
exhaust gas t o rush into t h e exhaust mani-
fold (blowdown). The upward movement of
t h e piston on i t s exhaust stroke expels most
of t h e remaining exhaust gas.
As t h e piston pauses momentarily at t h e
t o p of t h e exhaust stroke, t h e inertia of t h e
exhausting gas tends to remove any remain-
ing gas in t h e combustion chamber; how-
ever, a small amount always remains t o
dilute t h e incoming mixture. This unexpel-
led gas is captured in t h e clearance a r e a
between t h e piston and t h e cylinder head.
Combustion
The power delivered from t h e piston t o
t h e crankshaft is t h e result of a pressure
increase in t h e gas mixture above t h e pis-
ton. This pressure increase occurs as t h e
mixture is heated, first by compression, and
t h e n (on t h e down stroke) by burning. The
burning fuel supplies heat t h a t raises temp-
e r a t u r e and, at t h e s a m e time, raises pres-
sure. Actually, about 75 percent of t h e
mixture in t h e cylinder is composed of ni-
trogen gas t h a t does not burn but expands
when heated by t h e burning of t h e combus-
tible elements, and it is this expanding ni-
trogen t h a t supplies most of t h e pressure on
t h e piston.
The fuel and oxygen must burn smoothly
within t h e combustion chamber t o t a k e full
advantage of this heating effect. Maximum
power would -not be delivered t o t h e piston
if an explosion took place, because t h e en-
t i r e f o r c e would b e spent in one sharp
hammer- like blow, occurring too f a s t for
t h e piston t o follow.
Instead, burning t a k e s place evenly as
t h e flame moves across t h e combustion
chamber. Burning must be completed by t h e
t i m e t h e piston is about half-way down s o
maximum pressure will b e developed in t h e
cylinder at t h e t i m e t h e piston applies its
g r e a t e s t force t o t h e crankshaft. This will
b e when t h e mechanical advantage of t h e
connecting rod and crankshaft is at a maxi-
mum.
At t h e beginning of t h e power s t r o k e (as
 © pdfmanualpublisher.com 2005
t h e piston i s driven down by t h e pressure),
t h e v o l u m e a b o v e t h e piston increases,
which would normally allow t h e p r e s s u r e in
t h e cylinder t o d r o p However, c o m b u s t i o n
is s t i l l in progress, a n d this c o n t i n u e s t o
r a i s e t h e t e m p e r a t u r e of t h e gases, expand-
ing t h e m a n d m a i n t a i n g a continuous pres-
s u r e on t h e piston as i t t r a v e l s downward.
T h i s provides a s m o o t h application of power
throughout t h e e f f e c t i v e p a r t of t h e power
s t r o k e t o m a k e t h e m o s t e f f i c i e n t use of t h e
e n e r g y r e l e a s e d by t h e burning fuel.
VALVE TIMING
O n t h e power s t r o k e , t h e e x h a u s t v a l v e
o p e n s b e f o r e b o t t o m d e a d c e n t e r in o r d e r t o
g e t t h e e x h a u s t g a s e s s t a r t e d o u t of t h e
combustion c h a m b e r under t h e r e m a i n i n g
p r e s s u r e (blowdown). A t t h e e n d of t h e
e x h a u s t s t r o k e , t h e i n t a k e v a l v e o p e n s be-
f o r e t o p d e a d c e n t e r in o r d e r t o s t a r t t h e
air- fuel m i x t u r e moving i n t o t h e combustion
c h a m b e r . T h e s e processes a r e f u n c t i o n s of
c a m s h a f t design a n d v a l v e timing.
Valves a l w a y s o p e n and close a t t h e
s a m e t i m e in t h e cycle; t h e t i m i n g i s n o t
v a r i a b l e w i t h s p e e d a n d load as i s ignition
timing. T h e r e is, however, o n e p a r t i c u l a r
s p e e d f o r e a c h given e n g i n e at which t h e
air- fuel m i x t u r e will pack itself i n t o t h e
combustion chambers most effectively.
This i s t h e s p e e d a t which t h e e n g i n e p u t s
o u t i t s p e a k torque. A t low e n g i n e speeds,
compression i s s o m e w h a t suppressed d u e t o
t h e s l i g h t r e v e r s e flow of g a s e s through t h e
v a l v e s just as t h e y o p e n o r c l o s e when t h e
m i x t u r e is n o t moving f a s t enough t o t a k e
a d v a n t a g e of t h e t i m e lag. A t high speeds,
t h e valve t i m i n g d o e s n o t allow e n o u g h t i m e
during t h e v a l v e opening a n d closing periods
f o r e f f e c t i v e packing of t h e air- fuel m i x t u r e
i n t o t h e cylinders.
ENGINE TYPES
T h e m o s t popular e n g i n e s used a r e :
GMC 4- a n d 6- cylinder in-line
GMC V6
GMC V8
Ford V8
Engines w i t h s t r o n g s i m i l a r i t i e s a r e
grouped in t h i s c h a p t e r f o r t h e prupose of
discussing c o m m o n s e r v i c e procedures. T h e
following h e a d s a n d t h e e n g i n e s i z e s t h a t
apply t o t h a t g r o u p a r e as follows:
TROUBLESHOOTING 3-3
G M C In Line
4- cylinder -- 1 5 3 CID a n d 1 8 1 CID
6- cylinder -- 250 C I D
GMC V6 (Buick & Kaiser) 225 CID
CMC V6 3.8 L i t r e , 229 C I D
GMC V6 4.3 L i t r e , 262 CID
GMC V8 C h e v r o l e t -- 283, 300, 305, 307,
& 454 CID
GMC V8 5.0 L i t r e & 5.7 L i t r e
F o r d V8 -- 302 C I D & 351 C I D
SERVICE PROCEDURES
T h e f i r s t p a r t of this c h a p t e r will d e a l
w i t h troubleshooting s p e c i f i c e n g i n e prob-
lems; t h e s e c o n d p a r t will c o v e r t h e s p e c i f i c
s e r v i c e p r o c e d u r e s f o r t h e e n g i n e s in t h e
e n g i n e grouped section. Most m a j o r r e p a i r s
r e q u i r e pulling t h e e n g i n e o u t of t h e b o a t .
T h e job s e q u e n c e c o v e r e d in t h i s c h a p t e r f o r
e a c h e n g i n e t y p e is: (1) R e m o v i n g t h e e n g i n e
f o r service. (2) Servicing t h e cylinder head.
( 3 ) Servicing t h e cylinders. (4) Servicing t h e
c a m s h a f t . ( 5 ) Servicing t h e c r a n k s h a f t . (6)
Servicing t h e t i m i n g g e a r a n d chain. Tuning
t h e e n g i n e is c o v e r e d in t h e tuning s e c t i o n
of C h a p t e r 5, IGNI'TION SYSTEM.
T h e following s e r v i c e p r o c e d u r e s a r e
c o m m o n t o a l l e n g i n e s discussed in t h i s
c h a p t e r . You should m a k e r e f e r e n c e t o this
s e c t i o n b e f o r e doing a n y e n g i n e work a n d i t
should b e used in conjunction w i t h t h e spe-
c i f i c m o d e l i n s t r u c t i o n s following t h e s e
g e n e r a l S e r v i c e PrQcedures.
TROUBLESHOOTING
Troubleshooting m u s t b e a well thought-
o u t procedure. T o b e successful, you m u s t
s t a r t by a c c u r a t e l y d e t e r m i n i n g t h e prob-
l e m ; t h e n you m u s t u s e a logical a p p r o a c h t o
a r r i v e a t t h e proper solution. T h e c o m m o n
phrase, "shotgun approach" only l e a d s t o
w a s t e d t i m e , money, a n d f r u s t r a t i o n .
Obviously, if t h e i n s t r u c t i o n s a r e t o b e of
m a x i m u m b e n e f i t as a guide, t h e y m u s t b e
fully understood and followed e x a c t l y .
When a n e n g i n e d o e s n o t s t a r t , t h e
t r o u b l e i n u s t b e l o c a l i z e d t o o n e of f o u r
g e n e r a l a r e a s ; s t a r t i n g s y s t e m , ignition,
fuel, o r compression. E a c h of t h e s e a r e a s
m u s t b e s y s t e m a t i c a l l y i n s p e c t e d until t h e
3-4 ENGINE SERVICE © pdfmanualpublisher.com 2005

t r o u b l e i s l o c a t e d in o n e of t h e m , a n d t h e n
d e t a i l e d tests of t h a t s y s t e m m u s t b e m a d e
t o i s o l a t e t h e p a r t causing t h e s t a r t i n g
problem.

TROUBLESHOOTING CHECK

When using t h i s Troubleshooting C h e c k ,

p r o c e e d sequentially through e a c h of t h e
tests until a d e f e c t i s uncovered. Then skip
t o t h e d e t a i l e d t e s t i n g p r o c e d u r e and c h e c k
f o r t h a t system. For e x a m p l e , if, when
using t h e Troubleshooting C h e c k procedure,
t h e f i r s t t w o s y s t e m s , s t a r t e r a n d ignition
test OK, but t h e third test shows t h e r e i s
t r o u b l e in t h e f u e l s y s t e m , p r o c e e d t o t h e
d e t a i l e d t e s t under t h e F u e l S y s t e m
Troubleshooting C h e c k in C h a p t e r 4.

CRANKING SYSTEM TEST

1- Turn t h e ignition s w i t c h t o t h e S T A R T
position, and t h e s t a r t e r should c r a n k t h e
e n g-i n e at a n o r m a l r a t e of speed.
If t h e s t a r t e r c r a n k s t h e e n g i n e slowly o r
doesn't c r a n k i t at all, t h e t r o u b l e i s in t h e FUEL SYSTEM TEST
c r a n k i n g s y s t e m , and you should proceed t o
t h e C r a n k i n g S y s t e m in C h a p t e r 6 f o r t h e 3- This test i s t o d e t e r m i n e w h e t h e r o r n o t
d e t a i l e d t e s t i n g p r o c e d u r e t h a t will h e l p you t h e r e is f u e l in t h e c a r b u r e t o r . R e m o v e t h e
uncover t h e s t a r t i n g problem. f l a m e a r r e s t o r , a n d look down i n t o t h e
t h r o a t of t h e c a r b u r e t o r . O p e n a n d c l o s e
IGNITION SYSTEM TEST t h e t h r o t t l e s e v e r a l t i m e s t o s e e if f u e l is
squirting o u t of t h e p u m p jets as shown in
2- Disconnect a s p a r k plug w i r e a n d hold i t t h e a c c o m p a n y i n g illustration. Note: The
a b o u t 114 inch f r o m a spark plug o r ground. top of the carburetor has been removed in
C r a n k t h e e n g i n e w i t h t h e ignition s w i t c h this illustration for photographic clarity.
t u r n e d ON.
If t h e r e i s no spark o r if t h e spark i s v e r y
w e a k , t h e t r o u b l e ' i s in t h e ignition s y s t e m ,
a n d you should - proceed t o t h e Ignition
Troubleshooting in C h a p t e r 5 f o r t h e detail-
e d t e s t i n g p r o c e d u r e ' t h a t will h e l p you' t o
uncover t h e ignition s y s t e m problem.
 © pdfmanualpublisher.com 2005
Consider w h e t h e r t h e f u e l in t h e t a n k i s
f r e s h o r s e v e r a l m o n t h s old. Many f u e l s
t e n d t o "sour" in t h r e e t o f o u r months.
O t h e r s t a k e longer b u t in n o case shcilld you
b e a t t e m p t i n g t o s t a r t t h e e n g i n e if t h e f u e l
h a s been in t h e t a n k over a year.
If n o f u e l is discharged f r o m t h e p u m p
jets, t h e n t h e t r o u b l e i s in t h e f u e l s y s t e m ,
a n d you should proceed t o t h e F u e l Trouble-
shooting in C h a p t e r 4 t o i s o l a t e t h e prob-
lem.
COMPRESSION TEST
4- Good compression is t h e key t o e n g i n e
p e r f o r m a n c e . An e n g i n e with worn piston
rings, burned valves, o r blown g a s k e t s can-
n o t b e m a d e t o p e r f o r m s a t i s f a c t o r i l y until
t h e m e c h a n i c a l d e f e c t s a r e c o r r e c t e d . Gen-
erally, a compression g a u g e is used t o d e t e r -
m i n e t h e c r a n k i n g p r e s s u r e within e a c h cyl-
inder. However, today's l a r g e d i s p l a c e m e n t
engines generally h a v e considerable valve
o v e r l a p , a n d t h e resulting compression r e a d -
ing m a y b e m u c h lower t h a n t h e m a n u f a c -
t u r e r ' s s p e c i f i c a t i o n s of a b o u t 150-1 7 0 m i .
I t is e n t i r e l y possible t o o b t a i n a reading as
TROUBLESHOOTlNG 3-5
low as 120 psi on a m o d e r n e n g i n e which i s
i n good m e c h a n i c a l condition. Such a n
e n g i n e is said t o "exhale" at c r a n k i n g s p e e d ,
e v e n though e v e r y t h i n g is p e r f e c t l y n o r m a l
at o p e r a t i n g speeds.
T o m a k e a compression test, r e m o v e t h e
s p a r k plugs a n d lay t h e m o u t in t h e o r d e r o f
removal. This is e x t r e m e l y i m p o r t a n t s o
you c a n "read" t h e firing e n d of e a c h s p a r k
plug. A f t e r t h e s p a r k plugs a r e removed,
i n s e r t t h e rubber a d a p t e r of t h e compression
g a u g e i n t o o n e cylinder and h a v e a helper
c r a n k t h e engine.
GROUND t h e PRIMARY SIDE of t h e
coil t o p r e v e n t DAMAGE t o it. T h e t h r o t t l e
v a l v e and c h o k e UST b e in t h e WIDE OPEN
position in o r d e r t o o b t a i n m a x i m u m
readings. C r a n k t h e e n g i n e through s e v e r a l
revolutions t o o b t a i n t h e highest reading o n
t h e compression g a u g e o r r e c o r d an equal
n u m b e r of pulses f o r e a c h cylinder.
T h e significance in a compression test is
t h e variation in p r e s s u r e readings b e t w e e n
cylinders. As long a s this v a r i a t i o n i s within
20-30 psi, t h e e n g i n e is normal. If a g r e a t e r
Use compressed air in a cylinder when the piston is
at T D C , firing position and listen carefully. The source
o f leaking air will indicate the source of the problem.
A hissing sound through the carburetor indicates a
leaking intake valve.
3-6 ENGINE SERVICE © pdfmanualpublisher.com 2005

variation exists, then t h e low-reading cylin- VACUUM GAUGE

der should be checked by making a cylinder
leak test. A simple leak test can b e made A vacuum gauge is a relatively inex-
by first inserting a teaspoonful of oil i n t o pensive piece of test equipment t h a t can be
t h e spark plug opening of t h e low reading very handy in isolating mechanical troubles
cylinder, and then cranking t h e engine a f e w in a n internal- combustion engine. As with a
t i m e s t o distribute t h e oil. Check t h e compression gauge, you cannot rely soley on
compression again t o see if inserting t h e oil t h e a c t u a l numerical reading of t h e vacuum
caused a change. If t h e reading went up, gauge. Instead, relative readings and typ-
t h e n the compression loss is probably due t o ical actions of t h e needle provide clues t o
worn rings. If the reading remained t h e some types of troubles.
s a m e , t h e loss may be due t o a burnt valve. Normal idle vacuum in t h e intake man-
ifold ranges from 15 t o 22" Hg. On later-
model engines, lower and less steady intake
TROUBLESHOOTING MECHANICAL manifold vacuum readings a r e becoming
ENGINE PROBLEMS increasingly common because of t h e greater
use of high-lift c a m s and t h e increase in t h e
LEAK TEST amount of valve overlap.
In addition t o these factors, altitude
A more definite and scientific method of a f f e c t s a- vacuum gauge reading. That's
performing a leak t e s t and determining t h e right. At high elevations, a vacuum gauge
problem a r e a than t h e simple method des- will read about one inch lower for each
cribed in t h e previous paragraph is t o use 1,000 f t . of elevation above sea level.
compressed air. Another outside influence on t h e vacuum
Install a n air hose adapter into t h e spark gauge is a change in barometric pressure.
plug port. With t h e piston at t o p dead Because of these factors, which a r e not
center, firing position, apply 60-70 psi of determined by t h e condition of t h e engine,
air. On commercially built air adapter i t is much more important for you t o watch
units, a gauge indicates percent of leakage. t h e action of t h e needle than i t s actual
Over 20% leakage, in most cases, is consid- reading. After you have worked with a
e r e d excessive. vacuum gauge just a f e w times you will b e
Listening at t h e point from which t h e able t o recognize such problem a r e a s as
compressed air is escaping indicates t h e sticking valves, a tight valve lash adjust-
nature of t h e defect. Insert a short length ment, or a restriction in t h e exhaust system.
of heater hose into t h e various a r e a s being
tested and listen at t h e other end. The hose
helps t o amplify t h e leakage noise. Air DYNAMOMETER TESTING
hissing from t h e exhaust manifold indicates
a leaking exhaust valve. Air heard in t h e An inexpensive method of making a
carburetor air horn indicates a leaking in- dynamometer- type of engine test, is t o use
t a k e valve. If you hear air hissing at t h e oil a vacuum gauge and a s e t ,of shorting wires.
filler pipe, t h e rings a r e worn. With these t w o items, i t is possible t o
isolate mechanical troubles t o one o r m o r e
cylinders. When making this type of test,

W ~ t hmotor at ldl~ngspeed floatlng W ~ t hmotor at ~ d l ~ nspeed

g low read
mothon right and left of vacuum Ing of vacuum pomter mdlcates late W ~ t hmotor at ldl~ngspeed vacuum Wrth motor at ldl~ngspeed dropplng
po~ntermdlcates carburetor too rtch t m n g or mtake man~foldalr leak polnter should hold steady between back of vacuum pointer md~cates
or too lean 15 and 21 stlcky valves.
 © pdfmanualpublisher.com 2005
t h e spark plugs a r e shorted o u t one-at-a-
t i m e until t h e engine is running on o n e
cylinder. Now, if a vacuum gauge is a t t a c h -
e d t o t h e i n t a k e manifold, a reading c a n be
obtained t o c o m p a r e t h e efficiency of e a c h
cylinder. A low-reading cylinder can b e t h e
result of inefficiency in t h e ignition, fuel, o r
compression system.
To m a k e this t e s t t h e ground clip of t h e
shorting wires must b e a t t a c h e d t o a good
ground.
S t a r t t h e engine.
CAUTION: Water must circulate
through the stern drive t o the engine any
time the engine is run t o prevent damage t o
the water pump in the stern drive.
Have a helper advance t h e t h r o t t l e as
you successively s h o r t o u t all of t h e cylin-
d e r s until t h e engine is running on one
cylinder. You will discover i t will be neces-
s a r y t o open t h e t h r o t t l e wide in order t o
keep t h e engine running on o n e cylinder at a
time.
Observe t h e vacuum gauge reading, and
t h e n move t h e shorting clip f r o m o n e of t h e
spark plugs t o t h e spark plug of t h e cylinder
you just t e s t e d . Observe t h e vacuum gauge
reading, and then t e s t e a c h of t h e o t h e r
cylinders in turn by running t h e engine on
t h a t one spark plug. A weak cylinder or a
cylinder t h a t is not firing is easily determin-
ed, but t h e most i m p o r t a n t p a r t of this t e s t
is t h e ability t o c o m p a r e t h e r e l a t i v e power
(vacuum) of e a c h firing stroke.
Ignition system defects will cause engine misfire. I f
the spark plug electrodes are improperly gapped, exces-
sively worn, or corroded, the engine will misfire during
acceleration.
TROUBLESHOOTING 3-7
EXCESSIVE OIL CONSUMPTION
High oil comsumption c a n usually b e
t r a c e d t o o n e of f o u r general areas:
1- A clogged positive c r a n k c a s e venti-
lation system.
2- Piston rings not sealing.
3- Excessive valve stem- to- guide clear-
ance.
4- C r a c k e d i n t a k e manifold (the t y p e
t h a t serves a s a valve c h a m b e r cover).
High oil consumption complaints many
t i m e s a r e t h e result of oil leaks r a t h e r t h a n
a c t u a l consumption by t h e engine. For this
reason, before assuming an engine i s burning
oil, e x a m i n e t h e e x t e r i o r f o r evidence of oil
Leaks. In analyzing t h e problem, considera-
tion must b e given t o t h e f a c t t h a t oil h a s
only t h r e e -r&tes available t o e n t e r t h e
combustion- chambers. The oil m a y g e t past
t h e piston rings, e n t e r through t h e valve
guides, or s e a p i n through t h e i n t a k e mani-
fold. Two very definite clues will i n d i c a t e
t h e engine is a c t u a l l y burning excessive oil.
O n e is carbon deposits i n t h e exhaust o u t l e t
and t h e o t h e r is oil-fouled spark plugs.
ENGINE NOISES
Engine noises c a n be generally classified
as knocks, slaps, clicks, o r squeaks. These
noises a r e usually caused by loose bearings,
sloppy pistons, worn g e a r s , o r o t h e r moving
p a r t s of t h e engine. Most common t y p e s of
noises a r e e i t h e r synchronized t o engine
speed or t o one-half engine speed. Noises
t h a t a r e t i m e d t o engine speed a r e sounds
t h a t a r e r e l a t e d t o t h e c r a n k s h a f t , rods,
pistons, and pins. The c a u s e of noises t h a t
s e e m t o be t i m e d t o one-half engine speed
a r e usually in t h e valve- train. To d e t e r m i n e
whether t h e noise is timed t o engine speed
or one-half engine speed, o p e r a t e t h e engine
at a slow idle and observe whether t h e noise
is synchronized with t h e flashes of a timing
light.
A main bearing knock is usually identi-
fied by a dull thud t h a t is noticeable when
t h e engine is under a load. A t t e m p t i n g t o
move t h e boat under power w i t h i t tied t o
t h e dock will bring o u t a main bearing
knock. If you pull t h e spark plug wire f r o m
o n e plug at- a- time and t h e noise desappears
when a particular wire is removed, t h e n t h e
noise i s probably coming f r o m t h a t cylinder,
e i t h e r t h e rod bearing, piston pin, o r t h e
piston. If a rod bearing is loose, t h e noise
 3-8 ENGINE SERVICE © pdfmanualpublisher.com 2005
will b e loudest when t h e e n g i n e i s d e c e l e r a t -
ing. ,Piston pin noise and piston slap a r e
generally louder when a cold e n g i n e i s f i r s t
started.
Many t i m e s t h e s o u r c e of a n unusual
sound m a y b e i s o l a t e d by using a s t e t h o -
s c o p e o r o t h e r listening device. O n e s u c h
d e v i c e is a long shank screwdriver. Allow
your hand t o e x t e n d over t h e end of t h e
handle, press a n e a r t o your hand, a n d t h e n
probe w i t h t h e o t h e r e n d of t h e s c r e w d r i v e r
by touching i t f i r m l y a g a i n s t t h e block a t
e a c h cylinder o r noise a r e a . T a k e c a r e and
use good judgment when using t h i s m e t h o d
of a t t e m p t i n g t o d e t e c t t h e c a u s e of a
problem b e c a u s e t h e noise will t r a v e l
through o t h e r m e t a l l i c p a r t s of t h e e n g i n e
a n d c o u l d lead t o a f a l s e i n t e r p r e t a t i o n of
w h a t you a r e hearing.
C a r b o n build-up in t h e combustion c h a m -
ber c a n c a u s e i n t e r f e r e n c e w i t h a piston.
F u e l pumps c a n knock, b e l t s c a n b e noisy,
d i s t r i b u t o r s c a n e m i t clicking noises, a n d
a l t e r n a t o r s c a n c o n t r i b u t e t o unusual
sounds. Flywheels, w a t e r pumps, a n d loose
manifolds c a n also c a u s e noise problems.
Use a timing light to accurately adjust the ignition
timing to the manufacturer's specifications. Perform-
ance and fuel consumption are both directly dependent
on precise timing.
GMC IN-LINE ENGINES
A new g e n e r a t i o n of m o r e e f f i c i e n t
e n g i n e s h a s b e e n d e v e l o p e d w i t h various
c a p a c i t e s as follows: 153, 181, a n d 250.
T h e 153- 181 CID e n g i n e s a r e four- cylinder
powerplants. T h e 250 h a s six cylinders. T h e
four- cylinder e n g i n e h a s four main bearings,
while t h e six- cylinder e n g i n e h a s seven.
These engines have many interchangeable
p a r t s , b e c a u s e m o s t h a v e a b o r e of 3.875"
a n d a s t r o k e of 3.25". T h e 181 u n i t h a s a
l a r g e r bore of 4.000" a n d a s t r o k e of 3.6OW,
while t h e 250 e n g i n e h a s a s h o r t e r s t r o k e of
3.53". All h a v e a c e n t e r - t o - c e n t e r b o r e
spacing of 4.40".
S t a n d a r d numbering of t h e cylinders i s
f r o m t h e f r o n t of t h e engine. T h e f i r i n g
o r d e r is a l s o s t a n d a r d , 1-5-3-6-2-4 f o r 6-
cylinder engines, a n d 1-3-4-2 f o r t h e 4-
cylinder unit.
T h e following s e r v i c e s e c t i o n s a r e c o d e d
t o a s s i s t you in r e f e r r i n g t o a p a r t i c u l a r
s e c t i o n quickly when performing o t h e r work.
You will find t h e s e n u m b e r s r e f e r e n c e d in
other chapters.
3-1 ENGINE REMOVAL
In m a n y cases, t h e design of t h e * b o a t
a n d t h e m e t h o d of e n g i n e i n s t a l l a t i o n will
c a u s e e x t r a work in o r d e r t o pull t h e power-
plant. Engine c o v e r s a n d p a n e l s around t h e
e n g i n e m a y h a v e t o b e removed. The
Lifting the engine with a bracket and assembled
cables. If a chain is used, pass the chain through the
lifting bracket and eye bolts, then secure the ends
together with a bolt and nut.
 © pdfmanualpublisher.com 2005
e n g i n e m u s t m o v e a b o u t 6 inches f o r w a r d in
o r d e r t o c l e a r t h e d r i v e s h a f t assembly. If
you d o n o t h a v e room t o m o v e t h e e n g i n e
f o r w a r d , t h e n i t will n e c e s s a r y t o r e m o v e
t h e d r i v e s h a f t assembly as discussed in
C h a p t e r 10.
D i s c o n n e c t t h e b a t t e r y cables, engine-
to- dash wiring, w a t e r hoses, t h r o t t l e c a b l e ,
e x h a u s t hoses, a n d f u e l lines. CAUTION:
Be sure to plug the fuel line to prevent fuel
from siphoning out of the fuel tank.
Drain all of t h e w a t e r f r o m t h e block by
opening a l l drain valves.
The engine has two lifting brackets t o be
used w i t h a length of chain. Run t h e c h a i n
through t h e holes in t h e l i f t i n g b r a c k e t s , a n d
t h e n f a s t e n t h e e n d s t o g e t h e r w i t h a bolt
a n d nut. A t t a c h t h e l i f t i n g d e v i c e in t h e
c e n t e r of t h e chain, a n d t h e n t i e t h e c h a i n s
together t o prevent t h e lifting device from
riding down t h e chain as t h e e n g i n e i s l i f t e d
f r o m t h e boat.
R e m o v e t h e bell housing-to- engine bolts.
R e m o v e t h e l a g bolts on t h e mounting t o t h e
deck. If t h e e n g i n e c o m p a r t m e n t is t o o
small for t h e engine t o clear, i t may b e
n e c e s s a r y t o r e m o v e t h e mounting b r a c k e t s
f r o m t h e engine. Slide t h e e n g i n e f o r w a r d
a b o u t 6 inches, a n d t h e n l i f t i t s t r a i g h t up
a n d out. If you d o n o t h a v e enough room t o
m o v e i t forward, t h e n i t will b e n e c e s s a r y t o
r e m o v e t h e s t e r n d r i v e unit. S e e C h a p t e r
10.
10
I
PressureControlValve
Valve Spring
Retainer
Screws
Cover
Cover Gasket
Idler Gear
Drive Gear and Shaft
Pump Body
Pick-up Screen and Pipe
Exploded view of the oil pump installed on in-line engines.
GMC IN-LINE 3-9
ENGINE INSTALLATION
Lower t h e e n g i n e i n t o t h e c o m p a r t m e n t
a n d align t h e e n g i n e t o t h e guide pins o n
t h e bell housing. Slide t h e e n g i n e back o n t o
t h e d r i v e assembly. Note: It may be necessary
t o turn the driveshaft to align the splines.
The driveshaft can be easily turned, by
putting the stern drive in forward gear, and
then turning the propeller.
Install a n d t i g h t e n t h e bell housing-to-
e n g i n e bolts, a l t e r n a t i n g around t h e bell
housing. Install t h e l a g bolts through t h e
mounting b r a c k e t s in t h e deck. If t h e
engine brackets w e r e removed, they have t o
b e installed first.
Install t h e f u e l line, w a t e r hoses, engine-
to- dash wiring, e x h a u s t hose, t h r o t t l e c a b l e ,
a n d b a t t e r y cables. C l o s e a l l w a t e r drain
valves. Fill t h e c r a n k c a s e w i t h proper
w e i g h t oil.
S t a r t t h e e n g i n e a n d c h e c k f o r leaks.
CAUTION: Water must circulate through
the lower unit to the engine any time the en-
gine is run to prevent damage to the water
pump in the lower unit. Just five seconds
without water will damage the water pump,
3-2 OIL PAN
Before t h e oil pan c a n be removed, t h e
e n g i n e m u s t b e r e m o v e d f r o m t h e boat; see
S e c t i o n 3- 1.
i.i
1
I- -
 3-10 ENGINE SERVICE © pdfmanualpublisher.com 2005
R e m o v e t h e oil d r a i n plug and drain t h e
oil. O n late- model e n g i n e s a k i t h a s b e e n
a t t a c h e d t o t h e oil d r a i n plug t o help in
draining t h e oil when t h e e n g i n e i s in t h e
boat. This k i t c a n b e installed on a n y e n g i n e
a n d should b e installed t h e f i r s t t i m e t h e
e n g i n e i s r e m o v e d f r o m t h e boat.
R e m o v e t h e oil pan bolts, a n d t h e n pry
t h e pan f r e e f r o m t h e e n g i n e block.
IN STALLATION
C a r e f u l l y c l e a n a l l g a s k e t sealing sur-
faces. Remove t h e rear seal from a new
g a s k e t set, a n d install i t in t h e r e a r m a i n
b e a r i n g c a p . Install t h e f r o n t s e a l on t h e
c r a n k c a s e f r o n t cover. Be s u r e t o press t h e
t i p of t h e s e a l i n t o t h e holes provided in t h e
cover. Install t h e s i d e g a s k e t s t o t h e e n g i n e
block. Use a g a s k e t s e a l e r w i t h enough body
t o act as a r e t a i n e r .
Install t h e oil pan. Tighten t h e r e t a i n i n g
bolts t o t h e t o r q u e value given in t h e Speci-
f i c a t i o n s in t h e Appendix.
Install t h e engine, see S e c t i o n 3-1.
Fill t h e c r a n k c a s e w i t h proper w e i g h t
oil.
S t a r t t h e e n g i n e and c h e c k f o r oil leaks.
CAUTION: Water must circulate through
the lower unit to the engine any time the en-
gine is run to prevent damage t o the water
pump in the lower unit. Just five seconds
without water will damage the water pump.
3-3 OIL PUMP
T h e oil p u m p c o n s i s t s of t w o g e a r s and a
pressure r e g u l a t o r valve, enclosed in a two-
p i e c e housing. T h e oil pump i s driven by t h e
distributor s h a f t , which i s dirven by a heli-
c a l g e a r on t h e c a m s h a f t . A b a f f l e is
installed on t h e pickup s c r e e n t o e l i m i n a t e
pressure loss d u e t o sudden stops.
REMOVAL
R e m o v e t h e engine; see S e c t i o n 3-1.
R e m o v e t h e oil pan; see S e c t i o n 3-2.
R e m o v e t h e t w o f l a n g e mounting bolts
a n d t h e pickup pipe bolt. R e m o v e t h e p u m p
and s c r e e n as a n assembly.
INSTALLATION
Align t h e oil pump d r i v e s h a f t t o m a t c h
t h e distributor t a n g , a n d t h e n push t h e p u m p
i n t o t h e block at t h e s a m e t i m e positioning
t h e f l a n g e o v e r t h e distributor lower bush-
ing. No g a s k e t is needed. T h e oil pump
MUST slide i n t o p l a c e w i t h ease. If i t d o e s
n o t , r e m o v e t h e pump and reposition t h e slit
t o align w i t h t h e distributor t a n g properly.
Install t h e oil pan; see S e c t i o n 3-2. Be
s u r e t o use n e w g a s k e t s .
Install t h e engine; see S e c t i o n 3-1. Fill
t h e c r a n k c a s e w i t h t h e proper w e i g h t oil.
S t a r t t h e e n g i n e a n d c h e c k I o r oil leaks.
CAUTION: Water must circulate through
the lower unit to the engine any time the en-
gine is run to prevent damage to the water
pump in the lower unit. Just five seconds
without water will damage the water pump.
3 4 INTAKE MANIFOLD
Intake manifolds seldom c r e a t e a n y
problems. This s h o r t s e c t i o n i s included f o r
t h e sole purpose of enabling you t o r e m o v e
t h e manifold-in order t o accomplish o t h e r
work.
REMOVAL
R e m o v e t h e f l a m e a r r e s t o r n u t and t h e
f l a m e a r r e s t o r . D i s c o n n e c t t h e t h r o t t l e rod
a t t h e bellcrank, a n d t h e n r e m o v e t h e t h r o t -
t l e r e t u r n spring. Disconnect t h e f u e l a n d
vacuum lines f r o m t h e c a r b u r e t o r and t h e
c r a n k c a s e v e n t i l a t i o n hose at t h e r o c k e r
a r m cover. R e m o v e t h e c a r b u r e t o r .
R e m o v e t h e w a t e r hoses f r o m t h e ex-
h a u s t manifold t o t h e t h e r m o s t a t housing.
R e m o v e t h e e x h a u s t hose. Remove t h e
manifold- to- head attaching b o l t s and
clamps. R e m o v e t h e manifold. T h e i n t a k e
manifold and e x h a u s t manifold a r e o n e unit.
Intake and exhaust manifold, four-cylinder engine.
 © pdfmanualpublisher.com 2005
CLEANING
Scrape all gasket material from t h e
g a s k e t s u r f a c e . R e m o v e a n y d e p o s i t s in t h e
c o m b u s t i o n c h a m b e r s w i t h a w i r e brush.
T a k e c a r e n o t to d a m a g e t h e g a s k e t surface.
INSTALLATION
Apply a light c o a t i n g of P e r m a t e x ,
Form- A- Gasket, o r equivalent, t o both s i d e s
of t h e manifold gasket. P l a c e t h e g a s k e t
o v e r t h e manifold e n d s t u d s a n d c a r e f u l l y
install t h e manifold. T h e Form- A- Gasket
will hold t h e g a s k e t in proper place. Install
t h e b o l t s and c l a m p s w i t h o n e hand while
holding t h e manifold in p l a c e w i t h t h e o t h e r .
T i g h t e n a l l manifold b o l t s t o t h e t o r q u e
value given in t h e S p e c i f i c a t i o n s in t h e
Appendix. C o n n e c t t h e e x h a u s t hoses t o t h e
manifold. R e p l a c e t h e w a t e r hoses f r o m t h e
t h e r m o s t a t - t o - e x h a u s t manifold.
Install t h e c a r b u r e t o r , f l a m e a r r e s t o r ,
a n d t h e c r a n k c a s e ventilation hose. Con-
n e c t t h e t h r o t t l e rod a n d r e p l a c e t h e r e t u r n
spring. R e p l a c e t h e f l a m e a r r e s t o r .
S t a r t t h e e n g i n e and c h e c k f o r leaks.
CAUTION: Water must circulate through
the lower unit to the engine any time the en-
gine is run to prevent damage to the water
pump in the lower unit. Just five seconds
without water will damage the water pump.
3-5 EXHAUST MANIFOLD
O n in-line e n g i n e s t h e i n t a k e manifold
a n d e x h a u s t manifold a r e o n e assembly.
Exhaust manifolds seldom c r e a t e a n y pro-
blems. This s h o r t s e c t i o n is included t o
e n a b l e you t o r e m o v e t h e manifold in o r d e r
t o a c c o m p l i s h o t h e r work.
REMOVAL
R e m o v e a l l w a t e r hoses c o n n e c t e d t o t h e
e x h a u s t manifold. R e m o v e t h e e x h a u s t h o s e
f r o m t h e elbow t o t h e s i d e of t h e e x h a u s t
housing.
Compression loss may be caused by a blown head
gasket between cylinders.
GMC IN-LINE 31 1
Remove t h e carburetor, throttle cable,
c h o k e l i n e , and f u e l line. S t u d s a r e l o c a t e d
a l o n g t h e s i d e of t h e h e a d t o support t h e
e x h a u s t manifoid. R e m o v e t h e n u t s f r o m
t h e s t u d s , a n d t h e n t a k e off t h e manifold. If
any f u r t h e r s e r v i c e is required on t h e ex-
h a u s t manifold, see C h a p t e r 9, Cooling.
INSTALLATION -
Apply a l i g h t c o a t i n g of P e r m a t e x ,
Form- A- Gasket, o r e q u i v a l e n t , t o both s i d e s
of a new gasket. P l a c e t h e g a s k e t on t h e
e n d p l a t e s a n d elbow. Install t h e manifold
t o . t h e cylinder h e a d a n d t h r e a d t h e n u t s
o n t o t h e studs. T h e form- a- gasket will hold
t h e g a s k e t ta proper position. T i g h t e n t h e
nuts alternately. The manufacturer does
not install a gasket between t h e exhaust
manifold and t h e e n g i n e block. However, if
t h e r e i s a n y e v i d e n c e of a n e x h a u s t l e a k ,
p u r c h a s e a new g a s k e t at your l o c a l a u t o m o -
tive parts dealer and install i t between t h e
manifold and t h e head.
Replace t h e inlet, outlet, and exhaust
h o s e s t o t h e manifold. Install t h e c a r b u r -
e t o r , t h r o t t l e c a b l e , c h o k e line, a n d f u e l
line.
S t a r t t h e e n g i n e and c h e c k f o r f u e l o r
e x h a u s t leaks.
CAUTION: Water must circulate through
the lower unit to the engine any time the en-
gine is run t o prevent damage to the water
pump in the lower unit. Just five seconds
without water will damage the water pump,
3-6 CYLINDER HEAD SERVICE
T h e p r o c e d u r e s i n t h i s s e c t i o n provide
removing, disassembling, cleaning, i n s p e c t -
ing, a n d installing t h e cylinder h e a d includ-
ing s o m e work t h a t m a y b e a c c o m p l i s h e d
while t h e h e a d is removed.
REMOVAL
Remove t h e f l a m e arrestor. Disconnect
t h e c r a n k c a s e ventilation hoses a t t h e rock-
e r a r m cover. D i s c o n n e c t a l l w i r e s f r o m t h e
r o c k e r a r m c o v e r clips. R e m o v e t h e r o c k e r
a r m cover.
D r a i n t h e block, a n d t h e n d i s c o n n e c t t h e
w a t e r hoses. D i s c o n n e c t t h e s p a r k plug
wires. R e m o v e t h e s p a r k plugs a n d t a k e
c a r e n o t t o t i l t t h e s p a r k plug s o c k e t . If you
 3-12 ENGINE SERVICE
© pdfmanualpublisher.com 2005
do not keep t h e socket straight with t h e
plug you a r e likely t o c r a c k t h e insulator.
R e m o v e t h e i n t a k e and e x h a u s t manifold
assembly; see S e c t i o n 3-4.
R e m o v e t h e r o c k e r a r m nuts, r o c k e r
a r m s , a n d push rods. T a k e t i m e a n d c a r e t o
p l a c e all t h e p a r t s in a r a c k s o e a c h i t e m
c a n be reinstalled in t h e s a m e position f r o m
which i t w a s removed.
D i s c o n n e c t t h e f u e l a n d vacuum lines
f r o m t h e r e t a i n i n g clip, and t h e n d i s c o n n e c t
t h e w i r e s f r o m t h e t e m p e r a t u r e sending
units. Disconnect t h e b a t t e r y ground s t r a p
a t t h e cylinder head. R e m o v e t h e ignition
coil. Loosen a n d r e m o v e t h e cylinder h e a d
bolts, t a k e o f f t h e head, a n d DISCARD t h e
gasket.
HEAD DISASSEMBLING
Use a tool t o c o m p r e s s t h e valve springs
t o r e m o v e t h e keys. R e l e a s e t h e c o m p r e s -
s o r , a n d t h e n t a k e off t h e spring c a p s , spring
shields, springs, spring d a m p e r s , oil s e a l s ,
a n d valve spring shims. Pay a t t e n t i o n t o t h e
n u m b e r of shims under e a c h of t h e v a l v e
springs. This will b e v e r y i m p o r t a n t during
assembly. R e m o v e t h e valves f r o m t h e
cylinder h e a d and p l a c e t h e m in a r a c k in
t h e i r proper s e q u e n c e s o t h e y c a n be instal-
l e d b a c k in t h e i r original positions.
Valve locks are removed by first compressing the
spring, and then taking o f f the locks, caps, springs,
dampers, and oil seal. Push the valve out and ALWAYS
keep it in sequence t o ensure replacement in the same
location.
ROTATOR
\
, LOCKS
CAP
SH l ELD
Component parts of the valve mechanism.
C l e a n a l l c a r b o n f r o m t h e combustion
c h a m b e r s a n d v a l v e ports. Use l a c q u e r
thinner t o c u t t h e gum on t h e valve guides.
It i s t h i s g u m t h a t c a u s e s s t i c k y valves.
C l e a n a l l c a r b o n and sludge f r o m t h e push
rods, r o c k e r a r m s , a n d push rod guides.
Clean all carbon deposits from t h e head
g a s k e t m a t i n g s u r f a c e . TAKE CARE n o t t o
damage t h e gasket surface.
C h e c k t h e f l a t n e s s of t h e g a s k e t s u r f a c e
w i t h a s t r a i g h t e d g e a n d a f e e l e r gauge.
S u r f a c e i r r e g u l a r i t y m u s t n o t e x c e e d 0.003"
in a n y six- inch s p a c e , a n d t h e t o t a l m u s t n o t
e x c e e d 0.007" f o r t h e e n t i r e l e n g t h of t h e
head. If n e c e s s a r y , t h e cylinder h e a d g a s k e t
s u r f a c e c a n ' b e machined.
CAUTION: Do not remove more than
0.0 10" of stock.
C l e a n t h e inside of t h e valve guides w i t h
a w i r e brush a n d l a c q u e r thinner t o r e m o v e
a l l gum and c a r b o n deposits. Any gum o r
d e p o s i t s could p r e v e n t t h e valve f r o m clos-
ing properly.
The arrow points t o a wear lip on the valve stem.
Accurate measurement o f valve stem wear is made
with a micrometer.

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I n s p e c t t h e cylinder h e a d f o r c r a c k s i n
t h e e x h a u s t p o r t s , combustion c h a m b e r s , o r
e x t e r n a l c r a c k s t o t h e w a t e r c h a m b e r . In-
s p e c t t h e valves f o r burned heads, c r a c k e d
faces, o r damaged stems. Bear-in-mind,
e x c e s s i v e valve stem- to- bore c l e a r a n c e will
i n c r e a s e oil consumption and m a y c a u s e
valve breakage. Insufficient c l e a r a n c e will
r e s u l t i n noisy a n d s t i c k y valves a n d also
d i s t u r b engine smoothness.
ROCKER ARM STUDS
Replace any rocker a r m studs with
d a m a g e d t h r e a d s w i t h s t a n d a r d studs. If t h e
s t u d s a r e loose in t h e head, o v e r s i z e s t u d s
a r e a v a i l a b l e in 0.003" o r 0.010" oversize.
T h e s e o v e r s i z e s t u d s c a n be installed a f t e r
r e a m i n g t h e holes w i t h Tool 3-7515 f o r
0.003" o v e r s i z e and Tool 3-6036 f o r 0.013"
o v e r s i z e as follows: F i r s t r e m o v e t h e old
s t u d by placing Tool 3-5802 o v e r t h e stud.
Next, install t h e n u t and f l a t w a s h e r a n d
r e m o v e t h e s t u d by turning t h e nut. Now,
r e a m t h e hole f o r a n o v e r s i z e s t u d using t h e
The wear limit for intake valve guides is 0.001'' and
for the exhaust guides, 0.002". Valve guide wear can be
accurately measured by checking the deflection of a
new valve stem with a dial gauge, as shown.
GMC IN-LINE 3-13
p r o p e r s i z e tool just listed. A f t e r t h e hole
h a s been properly r e a m e d , c o a t t h e press- fit
a r e a of t h e s t u d w i t h hypoid a x l e lubricant.
Finally, install a new s t u d using Tool 3-6880.
ust b o t t o m on t h e head.
C l e a n t h e valves, springs, spring r e t a i n -
e r s , locks, a n d s l e e v e s in s o l v e n t , a n d t h e n
blow t h e p a r t s dry. I n s p e c t t h e valve f a c e
a n d t h e head f o r pits, grooves, a n d scores.
I n s p e c t t h e s t e m f o r w e a r and t h e e n d f o r
grooves. T h e f a c e m u s t be t r u e d on a v a l v e
grinding m a c h i n e , which will r e m o v e minor
p i t s a n d grooves. Valves w i t h serious de-
f e c t s , o r t h o s e having h e a d s w i t h a knife
e d g e , m u s t be replaced.
M e a s u r e t h e valve s t e m c l e a r a n c e w i t h a
dial i n d i c a t o r c l a m p e d o n o n e s i d e of t h e
cylinder head. Locate t h e indicator so
m o v e m e n t of t h e valve s t e m will c a u s e a
A pressed in valve rocker arm stud can be removed
using tool 5-5802.
3-14 ENGINE SERVICE
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Concentrated heat t o one area on the valve face
will cause it t o crack. Notice the difference between
the crack in the upper valve and the lower valve. Such
cracks start with a small concentrated hot spot, possib-
ly from a piece of white-hot carbon on the seat.
Before driving the new rocker arm stud into place
with an installer tool, ALWAYS coat t h e parts with
hypoid gear lubricant.
Notice the oil around the intake valve and the
darker coloring of the exhaust valve in the right com-
bustion chamber. The compression in the right cylinder
was lower than in the l e f t . Also the intake valve guide
and seal are defective allowing oil t o leak into the
combustion chamber.
d i r e c t movement of t h e indicator s t e m . T h e
indicator s t e m must c o n t a c t t h e side of t h e
valve s t e m just above t h e valve guide. With
a new valve and t h e head dropped about
1/16" off t h e valve s e a t , move t h e s t e m of
To restore production clearances, worn valve guides
can be reamed oversize, and then valves with oversize
stems installed.
 GMC IN-LINE 3-15
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-%" MINIMUM REFER TO SPECIFICATIONS

FOR C-RECT DIAMETER
MAXIMUM VALVE FACE
RUNOUT 0.002"

DO NOT REMOVE MORE

THAN 0.010 INCH

Critical valve tolerances.

t h e valve from side-to-side, with a light

pressure t o obtain a c l e a r a n c e reading. If
t h e c l e a r a n c e exceeds 0.001" for t h e i n t a k e
o r 0.002" f o r t h e exhaust, i t will be neces-
sary t o ream t h e valve guides for oversize
valve stems.
Valves with oversize s t e m s a r e available
for inlet and exhaust valves in t h e following
sizes: 0.003", 0.015", and 0.030". Use t h e
318" d i a m e t e r r e a m e r sizes from R e a m e r A severely burned exhaust valve face. The valve
Tool S e t 2-7049 which are: J-7049-7 Stand- was sticking in the guide as evidenced by the gum on
ard; 5-7049-4, 0.003" oversize; 5-7049-5, the neck of the stem. T A K E TIME to clean the valve
0.015" oversize; and 5-7049-6, 0.030" over- guide thoroughly.
size t o r e a m t h e bores for new valves.
t h e cooling of t h e valve heads. Good con-
VALVE SEATS tact between e a c h valve and i t s s e a t in t h e
head is a MUST t o ensure t h a t t h e h e a t in
Reconditioning t h e valve s e a t s is very t h e valve head will be properly carried
important, because t h e seating of t h e valves away.
must be p e r f e c t for t h e engine t o deliver
t h e power and performance intended by t h e
manufacturer. Another important f a c t o r is

Clean all of the carbon from the cylinder with a Excessive lubricant leaking past the seal and valve
wire brush. guides caused this wet, oily condition.
3-16 ENGINE SERVICE © pdfmanualpublisher.com 2005

No m a t t e r what t y p e of equipment is
used, i t is essential t h a t t h e valve guides a r e
f r e e f r o m carbon, gum, or dirt. T h e valve
MUST b e clean in order f o r t h e pilot t o
c e n t e r properly in t h e guide.

VALVES

Grin$ t h e 45' valve f a c e t o 44' angle

f o r a 1 i n t e r f e r e n c e angle. R e m o v e only
enough stock t o c o r r e c t run-out or t o dress
off t h e pits and grooves. If t h e edge of t h e
valve head is less t h a n 1/32" a f t e r grinding,
replace t h e valve a s i t will run too hot in
t h e engine. Lightly l a p t h e valves i n t o t h e i r
s e a t s with fine grinding compound.
Measure t h e valve s e a t widths, which
should b e as-specified in t h e Appendix. T h e
seats c a n b e narrowed by removing s t o c k
f r th~ e top and bottom edges by using a After the Seeat has been reground, check t o be sure
30 s t o n e a n d a 60' stone. it is concentric with the guide by using a dial gauge.
The finished s e a t should c o n t a c t t h e The run-out should not exceed 0.002".
approximate c e n t e r of t h e valve face. To
d e t e r m i n e t h e position of t h e seat on t h e VALVE SPRINGS
valve f a c e , c o a t t h e s e a t with Prussiar blue, Check t h e valve springs f o r t h e c o r r e c t
and then r o t a t e t h e valve in place with a tension against t h e Specifications in t h e
light pressure. The blue p a t t e r n on t h e Appendix. A quick check c a n be made by
valve f a c e will show t h e position of t h e laying all of t h e springs on a f l a t s u r f a c e
seat. and comparing t h e heights, which must b e
even. Also, t h e ends must be square o r t h e
spring will tend t o cock t h e valve s t e m .
Weak valve springs c a u s e poor engine per-
formance; t h e r e f o r e r e p l a c e any spring t h a t
i s weak o r o u t of square by m o r e t h a n 1/16".

NOT MORE
THAN ?Ad'

Refacing the valve seat using a grinding stone.

ALWAYS lift the special driver several times t o allow A valve spring should not be out by more than 1/16"
the grinding particles t o fly out, or the valve seat will when it is rotated against a square on a flat surface, as
become grooved. shown. I f it is, the spring should be replaced.
 © pdfmanualpublisher.com 2005
GMC IN-LINE 3-17

APPLY TORQUE U N T I L

I
LOCK RING DISC VALVE
CLICK IS HEARD, READ
TORQUE WRENCH AND
PUSH ROD

R EAD lNG
BY TWO (2).

/ TOOL 6513-DD \ \

Arrangement of yalve mechanism parts.

HYDRAULIC LIFTERS
SET KNOB TO
COMPRESSED Dirt, deposits of gum, and a i r bubbles in
t h e lubricating oil can cause t h e hydraulic
l i f t e r s t o wear enough t o cause failure. The
dirt and gum- can keep a check valve f r o m
seating, which.in turn will c a u s e t h e oil t o
The valve spring tension should be checked with on
accurate tester and torque wrench. return t o t h e reservoir during t h e t i m e t h a t
t h e push rod is being lifted. Excessive
movement of t h e parts of t h e lifter causes
wear, which soon destroys t h e lifters eff ec-
t iveness.

VALVE

RETAINER

SE ClRCl

Kelationship o f the cam lobe as the camshaft rotates, The cam moves the valve lifter to the valve open position
( l e f t )and then to the valve closed position (right).
 3-18 ENGINE SERVICE
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UNDERSIDE OF SPRING RETAINER

T h e valve l i f t e r a s s e m b l i e s m u s t b e k e p t
in t h e proper s e q u e n c e in o r d e r f o r t h e m t o
b e re- installed in t h e i r original position.
C l e a n , i n s p e c t , a n d t e s t e a c h l i f t e r sepa-
r a t e l y s o as n o t t o i n t e r m i x t h e i n t e r n a l
parts. If a n y o n e p a r t of a l i f t e r n e e d s t o b e
r e p l a c e d , r e p l a c e t h e e n t i r e assembly.
T o test a c l e a n e d l i f t e r , a s s e m b l e t h e
p a r t s dry, a n d t h e n quickly d e p r e s s t h e
plunger w i t h your finger. T h e t r a p p e d a i r
should partially r e t u r n t h e plunger if t h e
l i f t e r i s o p e r a t i n g properly. If t h e l i f t e r i s
worn, o r if t h e c h e c k valve i s n o t s e a t i n g ,
t h e plunger will n o t return.

Install t h e a s s e m b l e d l i f t e r s in t h e
e n g i n e dry. They will b l e e d t o t h e i r c o r r e c t
o p e r a t i n g position quicker t h a n if you filled
t h e m w i t h lubricating oil b e f o r e installing.
Measuring the height of the installed valve spring.
Compare t h i s m e a w e m e n t with the Specifications in
CYLINDER HEAD RECONDITIONING the Appendix.

S t a r t w i t h No. 1 cylinder. L u b r i c a t e t h e e x h a u s t valves, a n d t h e n c o m p r e s s t h e

e x h a u s t v a l v e w i t h a g e n e r o u s a m o u n t of oil.
P l a c e t h e well- lubricated valve in t h e p o r t
a n d t h e valve spring and c a p in position at
t h e s a m e t i m e . T h e spring e n d w i t h t h e
closed c o i l must b e a g a i n s t t h e cylinder
head. P l a c e t h e spring a n d r o t a t o r on t h e
spring a n d install t h e oil s e a l a n d v a l v e keys.
P a y s p e c i a l a t t e n t i o n t h a t t h e s e a l is flat
a n d n o t t w i s t e d in t h e valve s t e m groove
a n d t h a t t h e k e y s seat properly.
Assemble t h e r e m a i n i n g valves, v a l v e
springs, r o t a t o r s , spring c a p s , oil seals, a n d

Installing the w l v e s into the cylinder head, as Improper installation techniques caused this valve to
explained in the text. drop out and strike the piston.

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Tightening sequence for cylinder head bolts on a
v a l v e k e y s in t h e cylinder h e a d in t h e s a m e
m a n n e r as t h e first. C h e c k t h e s e a l s by
placing a vacuum c u p o v e r t h e valve s t e m
a n d cap; s q u e e z e t h e vacuum c u p t o m a k e
s u r e t h e r e i s n o l e a k p a s t t h e oil seals.
Measure t h e valve spring c o m p r e s s e d
height. This m e a s u r e m e n t should b e 1-
21/32" t o 1-23/32". If n e c e s s a r y , s h i m s c a n
b e p l a c e d b e t w e e n t h e lower e n d of t h e
spring and t h e spring r e c e s s in t h e cylinder
h e a d t o o b t a i n t h e required dimension.
CYLINDER HEAD INSTALLATION
T h e g a s k e t s u r f a c e s on b o t h t h e h e a d a n d
t h e block m u s t b e c l e a n of a n y f o r e i g n
m a t e r i a l a n d f r e e of nicks o r heavy s c r a t c h -
es. Bolt t h r e a d s in t h e block and t h r e a d s on
t h e cylinder h e a d bolts m u s t be clean. D i r t
on t h e t h r e a d s will a f f e c t b o l t t o r q u e
values. Do not use a n y kind of g a s k e t s e a l e r
on a composition s t e e l - a s b e s t o s gasket.
Always use a m a r i n e head g a s k e t d u e t o t h e
possibility of t h e b o a t being used in s a l t
water.
RETAINER
LOCKS
To prevent an oil leak into the combustion chamber,
check t o be sure the O-ring seal is not leaking. This
can be done by applying vacuum t o the assembly with a
suction cup.
N-LINE 3-19
four- or six-cylinder in-line engine.
P l a c e t h e g a s k e t in position o v e r t h e
d o w e l pins, w i t h t h e bead f a c i n g up. C a r e -
fully guide t h e cylinder h e a d i n t o p l a c e o v e r
t h e d o w e l pins a n d g a s k e t . C o a t t h e t h r e a d s
of t h e cylinder h e a d bolts w i t h sealing c o m -
pound a n d install t h e m f i n g e r t i g h t . T i g h t e n
t h e cylinder h e a d bolts a l i t t l e at- a- time in
t h e s e q u e n c e shown in t h e a c c o m p a n y i n g
illustration. T i g h t e n t h e h e a d bolts accord-
ing t o t h e S p e c i f i c a t i o n s in t h e Appendix.
Install t h e push rods and r o c k e r a r m s .
Install t h e manifold assembly.
Install t h e coil, s p a r k plugs, a n d high-
tension wires. C o n n e c t t h e upper w a t e r
hose a n d t h e e n g i n e ground s t r a p . C o n n e c t
t h e t e m p e r a t u r e sending u n i t w i r e s and in-
s t a l l t h e f u e l a n d vacuum lines in t h e c l i p at
the water outlet. R e p l a c e t h e manifold
assembly. S e e S e c t i o n 3-4.
Proper arrangement o f rocker arm studs and push
rod guides prior t o installation in the cylinder head.
3-20 ENGINE SERVICE
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3-7 VALVE LASH ADJUSTMENT
P r o p e r valve lash c a n be d o n e w i t h t h e
e n g i n e h o t a n d idling o r w i t h t h e e n g i n e c o l d
a n d n o t running. In e i t h e r case, t h e adjust-
m e n t i s o n e t u r n down f r o m t h e zero- lash
position.
With t h e e n g i n e running:
CAUTION: Water must circulate through
the lower unit to the engine any time the en-
gine is run to prevent damage t o the water
pump in the lower unit. Just five seconds
without water will damage the water pump.
Loosen t h e adjusting n u t until t h e valve
c l a t t e r s , indicating a l o o s e a d j u s t m e n t .
N e x t , t u r n t h e push rod while you t i g h t e n
t h e adjusting nut until all noise just disap-
p e a r s a n d you f e e l r e s i s t a n c e t o t u r n i n g t h e
push rod. Now, t u r n t h e adjusting nut down
e x a c t l y o n e c o m p l e t e t u r n t o position t h e
plunger i n t h e c e n t e r of i t s Lifter t r a v e l .
GOOD WORDS The engine m a y run rough
until t h e l i f t e r s t a b i l i z e s itself, t h e n i t
should s m o o t h out. If i t does not s m o o t h
o u t , r e p l a c e t h e l i f t e r , b e c a u s e i t is sticky.
Making the valve lash adjustment, as described in
the text.
With t h e e n g i n e NOT running: Discon-
n e c t t h e s p a r k plug w i r e s , a n d t h e n r e m o v e
t h e spark plugs. Adjust t h e n u t until a l l t h e
lash i s removed. This position m a y b e
d e t e r m i n e d by c h e c k i n g push rod s i d e play.
Turn t h e push rod a n d a t t h e s a m e t i m e
a d j u s t t h e n u t very slowly. When n o move-
m e n t i s f e l t on t h e push rod, t u r n t h e n u t
o n e full t u r n down.
SIX-CYLINDER ADJUSTMENT - COLD
C r a n k t h e e n g i n e until t h e d i s t r i b u t o r
r o t o r points t o No. 1 cylinder position and
t h e b r e a k e r points a r e open. T h e following
v a l v e s c a n b e a d j u s t e d w i t h t h e e n g i n e in
t h e No. 1 firing position: Exha.ust, 1,3,5.
I n t a k e , 1,2,4:
C r a n k t h e e n g i n e until t h e d i s t r i b u t o r
r o t o r points t o No. 6 cylinder position a n d
t h e b r e a k e r points a r e open. T h e followinq
valves c a n b e a d j u s t e d w i t h t h e engine i n
t h e No. 6 f i r i n g postion: Exhaust, 2,4,6.
Intake, 3,5,6.
FOUR-CY LINDER ADJUSTMENT-COED
R e m o v e t h e spark plug wires, a n d t h e n
t h e s p a r k plugs a n d t h e distributor cap.
C r a n k t h e engine until t h e d i s t r i b u t o r r o t o r
points t o t h e No. 1 cylinder position a n d t h e
b r e a k e r points a r e open. A t t h i s position,
b o t h valves of t h e P o . 1 c y l i n d e r a r e closed.
M a k e t h e a d j u s t m e n t t o b o t h t h e No. 1
valves. Turn t h e a d j u s t i n e n u t until a l l t h e
lash is removed. This position m a y b e
d e t e r m i n e d by checking push rod s i d e play.
T u r n t h e push rod and at t h e s a m e t i m e
a d j u s t t h e n u t v e r y slowly. When m o v e m e n t
is f e l t on t h e push rod, t u r n t h e nut o n e full
t u r n down.
A f t e r t h e a d j u s t m e n t t o t h e No. 1 v a l v e s
h a s b e e n c o m p l e t e d , -crank t h e enqine until
t h e distributor rotor points t o t h e No. 2
cylinder position and r e p e a t t h e p r o c e d u r e
given i n t h e previous paragraph. C o n t i n u e
in a l i k e m a n n e r until No. 3 a n d No. 4
cylinder v a l v e s h a v e been properly adjusted.
Install t h e rocker a r m c o v e r and t i g h t e n
t h e n u t s t o t h e t o r q u e value given i n t h e
S p e c i f i c a t i o n s in t h e Appendix. C o n n e c t t h e
c r a n k c a s e v e n t i l a t i o n hoses.
 GMC IN-LINE 3-21
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3-8 PISTON RING

AND ROD SERVICE

This section provides detailed procedures

for removing, disassembling, cleaning,
inspecting, assembling, and installing t h e
c o m p l e t e piston-rod assembly. All p a r t s
MUST be kept together because if t h e old
pistons a r e serviceable, they MUST b e
installed on t h e rods and back into t h e bore
from which they were removed.

REMOVAL

Remove t h e engine; see Section 3- 1.

Remove t h e oil pan; s e e Section 3-2.
Remove t h e oil pump; s e e Section 3-3.
Remove t h e head; see Section 3-6.
After t h e oil pan, oil pump, and cylinder
head have been removed, use a ridge r e a m e r
t o remove t h e ridge and deposits f r o m t h e
upper end of t h e cylinder bore. Before t h e
ridge and/or deposits a r e removed, t u r n t h e
crankshaft until t h e piston is at t h e bottom The rod bolt threads must always be covered with a
of its s t r o k e and place a cloth on t o p of t h e piece of rubber hose to prevent damage to the bearing
piston t o collect t h e cuttings. A f t e r t h e surface by the rod threads scraping as the piston
ridge is removed, turn t h e &rankshaft until assembly is removed.
t h e piston is a t t h e t o p of its s t r o k e t o
remove t h e cloth and cuttings.
Identify e a c h piston, connectmg rod, a n d
c a p with a quick drying paint or silver pencil
t o ensure e a c h p a r t will be replaced in t h e
e x a c t position from which i t was removed.

Due to borderline lubrication conditions, the cylin-

der walls wear the most at the top. All measurements A ridge remover MUST be used to cut the ridge from
MUST be made in this worn area. This cylinder bore has the top of the cylinder walls. The stop under the blade
been surfaced with a fine hone to remove the glaze for prevents cutting into the walls too deeply. NEVER cut
better piston ring seating. more than 1/32" below the bottom of the ridge.
3-22 ENGINE SERVICE
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Remove t h e connecting rod c a p n u t s and

caps, then install a thread- protecting tool
on t h e studs.
Push t h e connecting rod-and-piston
assembly o u t t h e t o p of t h e cylinder block.
It will be necessary t o turn t h e crankshaft
slightly t o disconnect some of t h e connect-
ing rod-and-piston assemblies and push t h e m
o u t of t h e cylinders.

CLEANING AND INSPECTING

The ring grooves must be thoroughly cleaned t o
Check t h e rod bolts and nuts for d e f e c t s permit the new rings t o seat properly.- T A K E CARE
in t h e threads. Inspect t h e inside of t h e rod not to nick the sealing surfaces, or the ring will leak
bearing bore for evidence of galling, which compression.
indicates t h e insert is loose enough t o move
around. Check t h e parting cheeks t o be s u r e
t h e c a p or rod has not been filed. R e p l a c e bore. The c l e a r a n c e should n o t be g r e a t e r
any d e f e c t i v e rods. than 0.0025",
If t h e engine has over 750 hours of Inspect _the piston pin bores and piston
service, or if t h e piston and rod assembly pins f o r weai. Piston pin bores and piston
has been removed, i t is considered good shop pins must be f r e e of varnish or scuffing
p r a c t i c e t o replace t h e piston pins. Loose when being measured. The piston pin b o r e
piston pins, coupled with tight piston should be measured with a dial bore gauge
assemblies such as new piston rings, will or an inside micrometer. If t h e clearance is
c a u s e piston pin noises. These noises may g r e a t e r than 0.001", t h e piston and/or piston
disappear a s t h e engine loosens, but s t r a n g e pin should b e replaced.
noises a r e difficult t o explain t o a customer
who has just paid t h e bill. DISASSEMBLING
Most mechanics have t h e piston pin work
done by a machine shop with t h e necessary Install t h e pilot p a r t of tool 5-6994
equipment and trained people t o perform a (Piston Pin Removing & Installation Tool),
precision job. If done in t h e machine shop on t h e piston pin. Place t h e piston-and-rod
t h e connecting rods will b e aligned so t h e assembly on a support and position t h e
pistons and rings will run t r u e with t h e assembly in an arbor press a s shown. Press
cylinder walls. t h e pin o u t of t h e connecting rod. Remove
Wash t h e connectineg; rods in cleaning t h e assembly from t h e press. L i f t t h e piston
solvent and dry with compressed air. C h e c k pin from t h e support, and remove t h e tool
f a r twisted or bent rods and inspect f o r f r o m t h e piston and rod.
nicks or cracks. P.eplace any damaged con-
necting rods.
Use a cleaning solvent t o remove t h e
varnish f r o m t h e piston skirts and pins.
NEVER use a wire-brush on any part of t h e
piston. Clean t h e r i n l grooves with a
groove cleaner and m a k e sure t h e oil ring
holes and slots a r e clean. Inspect t h e
pistons for cracked ring lands, skirts, o r pin
bosses; wavy or worn ring lands; scuffed o r
damaged skirts; and eroded a r e a s at t h e t o p
of t h e pistons.
Replace any piston t h a t is damaged or
shows signs of excessive wear. Inspect t h e
Irrooves for nicks or burrs t h a t might c a u s e
t h e rings tc hang-up. Measure t h e piston
skirt (across t h e c e n t e r line of t h e piston pin)
and check t h e clearance in t h e cylinder Preigrition caused this piston crown t o melt.
 © pdfmanualpublisher.com 2005
The cylinder head gasket surface must be checked
for any uneven condition. Surface irregularities MUST
NOT exceed 0.003" in any six-inch space.
An arbor press and a special tool should be used t o
remove pressed-in piston pins.
GMC IN-LINE 3-23
A properly fitted pin should support its own weight
in either pin boss when it has been coated with light
engine oil at room temperature.
Three measurements with a micrometer should be
made t o determine piston pin wear. One, on the unworn
section (center), the second and third, on both ends.
Comparing any difference will indicate the amount o f
wear.
Using a micrometer to measure the piston
circumference. Check used pistons for out-of-
roundness at the same time.
3-24 ENGINE SERVICE
© pdfmanualpublisher.com 2005
ADAPT0 R P lLOT
CONNECTING ROD
Arrangement o f special tools required to properly
install a piston pin through the piston.
ASSEMBLING
Apply a liberal amount of oil in t h e
piston holes and t h e connecting rod holes t o
aid t h e press f i t of t h e pin. Place the
connecting rod in i t s respective piston w i t h
t h e flange or heavy side of t h e rod at t h e
bearing end toward t h e FRONT of t h e
piston. T h e f r o n t of t h e piston is identified
by t h e c a s t depression in t h e t o p of t h e
piston head.
Install t h e piston pin on t h e installer.
Place t h e pilot spring and t h e pilot in t h e
support. Install t h e piston and rod on t h e
support, with t h e pilot indexing through t h e
Check the piston ring end gap with a feeler gauge,
as shown.
The piston-ring side clearance MUST NOT exceed
0.004".
-
piston and rod. P l a c e t h e support on t h e
arbor press. S t a r t t h e pin i n t o -t h e piston,
and press on t h e installer until t h e pin pilot
bottoms. Remove t h e installer and support
assembly f r o m t h e piston and connecting rod
assembly. Check t h e piston pin t o be s u r e
t h e r e i s f r e e movement in t h e piston bores.
RINGS
Always install a new s e t of rings when
overhauling a n engine. Order t h e ring s e t
according t o t h e a m o u n t of cylinder wall
wear. If t h e w e a r i s less t h a n 0.005", a
standard s e t of piston rings c a n be used. If
Grinding ring ends to obtain proper end gap.
 C IN-LINE 3-25
© pdfmanualpublisher.com 2005

END GAPS

NOTCH TOWARDS
FRONT O F ENGINE

Proper method o f spacing the rail gaps and the
spacer gap on a compound oil ring.
t h e cylinder wall wear i s between 0.006" a n d
0.012", a s e t of piston rings with a special
oil ring and expanders MUST be used t o keep
t h e engine from pumping oil. If t h e cylinder
bore is worn over 0.Q 12", t h e cylinder should
be reconditioned by boring or honing in
order t o straighten t h e cylinder walls. This
J-8037
A piston ring expanding tool must ALWAYS be used
when installing the rings onto the piston. If such a tool
is not used, the ring may be distorted and bind in the
ring groove.
operation is necessary t o enable t h e new
piston rings t o m a k e a proper seal.
Before installing a s e t of piston rings,
t h e end gaps and t h e side c l e a r a n c e between
t h e piston ring groove and t h e ring must be

Proper installation of a new ring into the piston ring groove. Notice how the ring is bent slightly upward ( l e f t ) .
After the ring is started, the ring is rotated around and over the top of the piston (right). The ring will feed into the
groove and the end will finally snap into place.
3-26 ENGINE SERVlCE © pdfmanualpublisher.com 2005
checked. The c o r r e c t side c l e a r a n c e should
be 0.002" t o 0.004", with a wear limit of
0.006". The side c l e a r a n c e of a new ring i s
n o t excessive unless t h e ring groove is worn.
A burr in t h e s o f t piston m e t a l may c a u s e
t h e ring t o bind. To check f o r burrs, r o t a t e
t h e back of e a c h piston ring around t h e
groove and be sure i t does n o t bind any
w h e r e around t h e piston.
The end g a p of e a c h ring must b e check-
e d t o be sure t h e ring is not t o o long and
t h e r e is enough g a p where t h e t w o ends
c o m e t o g e t h e r t o handle expansion of t h e
ring when i t becomes hot. The t w o e n d s
must never c o m e completely t o g e t h e r dur-
ing operation of t h e piston.
The end g a p is checked by f i r s t inserting
e a c h piston ring i n t o i t s cylinder bore a t t h e
bottom, where very l i t t l e cylinder wear
exists, and t h e n squaring up t h e ring. The
ring c a n be squared quickly by inserting t h e
piston i n t o t h e cylinder upside down. Now,
measure t h e end gap between t h e ends of
t h e ring. The standard c l e a r a n c e i s 0.010"
t o 0.020", e x c e p t f o r t h e s t e e l rails of t h e
oil rings. The g a p for t h e s e rings i s 0.015"
t o 0.030". The exception t o all of t h e s e
m e a s u r e m e n t s would be a s listed in t h e
specifications f o r a particular group of
engines. If t h e end g a p is t o o small, t h e
ends of t h e ring can be filed t o increase t h e
g a p measurement.
Refinishing the cylinder wall using an electric drill
and a hone. ALWAYS keep the hone moving in long
even strokes over the entire depth of the cylinder.
When installing t h e rings o n t o t h e piston,
b e s u r e t o check t h e compression and scrap-
e r rings f o r t h e proper method of installa-
tion. Some rings have t h e word TOP stamp-
e d on t h e side t h a t MUST f a c e up. A
compression ring with a groove in i t s o u t e r
f a c e must b e installed with this groove
f a c i n g DOWN. If t h e groove is c u t i n t o t h e
r e a r f a c e of t h e ring, t h e groove MUST f a c e
U P when installed.
If a s t e e l s p a c e r is used along with a t o p
compression ring in order t o c o m p e n s a t e f o r
machine work on t h e groove, t h e s t e e l spac-
e r MUST be installed ABOVE t h e c a s t iron
ring.
CLEANING AND INSPECTING
All cleaning and inspection work should
b e done in a n organized and thorough man-
ner. A c o m p l e t e and thorough job in t h i s
a r e a will justjfy t h e hours of work and c o s t
of new p a r t s involved in t h e engine recondi-
tioning task.
An oversight of l e t t i n g a d e f e c t i v e p a r t
be reinstalled, o r assembling p a r t s t h a t h a v e
n o t been properly cleaned will nullify much
of t h e o t h e r work and may r e s t r i c t perform-
a n c e of t h e engine a f t e r t h e job is complet-
ed.
Cylinder wall taper and wear measured with a bore
gauge indicator.
 © pdfmanualpublisher.com 2005
GMC IN-LINE 3-27

CYLINDER BLOCK PISTON AND ROD ASSEMBLY

INSTALLATION
Check t h e cylinder block f o r c r a c k s in
t h e cylinder walls, w a t e r jacket, and t h e C o a t t h e piston, rings, and cylinder walls
main bearing webs. Check t h e cylinder w i t h light-weight engine oil. With t h e bear-
bores for t a p e r , out-of-round, o r excessive ing c a p removed, install Tool 5-5239 on t h e
ridge wear at t h e t o p of t h e ring travel. bearing c a p bolts. Install e a c h piston in i t s
This should be done with a dial indicator. PLACE Plasfigage FULL WIDTH OF
S e t t h e gauge so t h e t h r u s t pin i s forced JOURNAL ABOUT % INCH
OFF CENTER
in about 114" t o e n t e r t h e gauge in t h e CHECK WIDTH OF Plostigage
cylinder bore. C e n t e r t h e gauge in t h e \ I

cylinder and turn t h e dial t o "0". Slowly

move t h e gauge up and down t h e cylinder t o
d e t e r m i n e t h e a m o u n t of taper. Move t h e
gauge around in t h e cylinder t o d e t e r m i n e if
i t is out-of-round.
If a cylinder is more than 0.002" out-of-
round, i t will be necessary t o rebore t h e
cylinder f o r satisfactory service. If t h e
cylinder bores a r e not worn excessively, use
a 220-grit stone t o remove t h e wall g l a z e t o
enable t h e new rings t o seat quickly. T o
prevent excessive engine wear, ALWAYS use
a solution of soap and hot w a t e r t o r e m o v e
all t r a c e s of abrasives.
INSTALLING Plastigoge

PLACE PLASTIGAGE FULL WIDTH

OF JOURNAL ABOUT
% INCH OFF CENTER

INSTALLING PLASTIGAGE
CHECK WIDTH OF PLASTIGAGE

1 0.002" CLEARANCE

After the connecting rod cap has been properly

Installation of a well-lubricated piston and ring tightened, and then removed, the flattened Plastigage
assembly into its proper cylinder. N E V E R hammer on can be compared with the scale on the side of the
the piston head because a ring may have popped out o f package and the amount of clearance accurately deter-
its groove and be broken. m ined.
3-28 ENGINE SERVICE © pdfmanualpublisher.com 2005

respective bore. If t h e old pistons a r e being
used BE SURE e a c h piston is installed in t h e
s a m e bore from which i t was removed.
Compress t h e piston rings. The side of t h e
piston with t h e c a s t depression in t h e head
MUST be t o t h e FRONT of t h e cylinder
block, and t h e oil hole in t h e connecting rod
MUST f a c e t h e c a m s h a f t side of t h e engine.
Clean t h e journal thoroughly of all t r a -
ces of oil, and t h e n place a piece of Plasti-
gage on t h e bearing surface, t h e full width
of t h e cap. Install t h e c a p and torque t h e
retaining bolts according t o t h e specif i-
cations listed in t h e Appendix. DO NOT
t u r n t h e crankshaft with t h e Plastigage in
place or you will distort i t and t h e reading
will have no value. Remove t h e bearing
cap. Use t h e scale on t h e plastic s t r i p t o
d e t e r m i n e t h e clearance. The bearing
journal is tapered and so is t h e Plastigage.
Measure t h e Plastigage at t h e widest point
and also at t h e narrowest point. These
measurements will give you t h e minimum
and maximum clearances. If t h e c l e a r a n c e
exceeds 0.0025", a new insert should b e
installed. After you have installed t h e new
insert m a k e another Plastigage measure-
ment. If t h e new clearance still does not
give t h e proper clearance according t o t h e
specifications, then an undersized insert
should be used.
Guide t h e connecting rod bearing into
place on t h e crankshaft journal. Install t h e
bearing c a p and tighten t h e c a p nuts t o t h e
torque value given in t h e Specifications in
t h e Appendix. Check t h e bearing side clear-
ance against t h e specifications.
Install t h e oil pump, s e e Section 3-2.
Install t h e oil pan gaskets, seals, and oil
pan; s e e Section 3-3.
Install the cylinder head gasket and
head; see Section 3-6.
Install t h e i n t a k e and exhaust manif old;
s e e Section 3-4.
Replace all w a t e r hoses and wiring. Re-
fill t h e crankcase with t h e proper a m o u n t
and g r a d e of oil.
S t a r t t h e engine and check f o r leaks.
CAUTION: Water must circulate through
the lower unit to the engine any time the en-
gine is run to prevent damage to the water
pump in the lower unit. Just five seconds
without water will d a m a ~ ethe water pump,
3-9 CAMSHAFT SERVICE
If t h e engine is t o perform properly, t h e
valves must open and close a t a predeter-
mined precise moment for maximum effi-
ciency. On t h e power stroke, t h e exhaust
valve must open just before bottom dead
c e n t e r in order t o p e r m i t t h e exhaust gases
t o l e a v e t h e combustion chamber under t h e
remaining pressure (blowdown). On t h e ex-
haust stroke, t h e intake valve must open
just before t o p dead c e n t e r in order t o
permit t h e air-fuel mixture t o e n t e r t h e
combustion chamber. The movement of t h e
valves a r e functions of t h e c a m s h a f t design
and t h e valve timing. Therefore, excessive
wear of any c a m s h a f t p a r t will a f f e c t
engine performance.
CAMSHAFT LIFT MEASUREMENT
If improper valve operation is indicated,
measure t h e l i f t of e a c h push rod in consec-
utive order and record t h e readings.
Remove t h e v a l v e mechanism. Position a
dial indicator with ball socket a d a p t e r (Tool
5-8520) on t h e push rod. R o t a t e t h e crank-
s h a f t slowly in t h e operating direction until
t h e l i f t e r is on t h e heel of t h e c a m lobe. A t
t h i s point, t h e push rod will be in i t s lowest
position.
S e t t h e dial indicator on zero, then ro-
tate t h e crankshaft slowly, o r a t t a c h a n
auxiliary s t a r t e r switch and "bump" t h e
engine over, until t h e push rod is in t h e fully
raised position.
The distributor primary lead MUST be
disconnected from t h e negative post on t h e
coil a n d t h e ignition switch MUST be in t h e
Checking cam lift using Tool 58520.
 GMC IN-LINE 3-29
© pdfmanualpublisher.com 2005

ON position, o r t h e grounding c i r c u i t in t h e
ignition s w i t c h will b e DAMAGED.
Compare t h e t o t a l lift recorded from t h e
dial i n d i c a t o r w i t h t h e s p e c i f i c a t i o n s listed
in t h e Appendix.
C o n t i n u e t o r o t a t e t h e c a m s h a f t until
t h e i n d i c a t o r r e a d s zero. This point will b e
a c h e c k on t h e a c c u r a c y of t h e original
i n d i c a t o r reading.
If t h e c a m s h a f t readings f o r a l l l o b e s a r e
within specifications, r e m o v e t h e dial indi-
c a t o r assembly.
Install t h e v a l v e mechanism; see S e c t i o n
3-6
Adjust t h e valve mechanism; see Sec-
tion 3-7. Before removing the crankcase front cover, the ends
of the oil pan gaskets must be cut with a knife.
REMOVAL
TAKE TEME t o set up a systern t o k e e p
T h e e n g i n e d o e s not h a v e t o b e r e m o v e d t h e push rods, a n d v a l v e l i f t e r s in o r d e r t o
f r o m t h e b o a t if t h e c a m s h a f t m e r e l y n e e d s ENSURE e a c h will b e installed back i n t o t h e
servicing. However, if t h e c a m s h a f t bear- e x a c t location f r o m which i t w a s removed.
ings r e q u i r e r e p l a c e m e n t , t h e n c o n s i d e r a b l e Pull o u t t h e push rods a n d valve l i f t e r s in
work m u s t b e d o n e including r e m o v a l of t h e order.
e n g i n e as described l a t e r in t h i s s e c t i o n Pull off t h e h a r m o n i c (torsional) balan-
under t h e heading: CAMSHAFT BEARING c e r . R e m o v e t h e t w o oil pan- to- front c o v e r
SERVICE. s c r e w s , and t h e n t a k e o u t t h e f r o n t c o v e r -
T o r e m o v e t h e c a m s h a f t , begin by to- block a t t a c h i n g screws. Pull t h e c o v e r
removing t h e valve c o v e r and g a s k e t . N e x t , slightly forward.
loosen t h e valve r o c k e r a r m n u t s until t h e C u t t h e oil pan f r o n t s e a l flush w i t h t h e
pivot r o c k e r a r m s c l e a r t h e push rods. Now, cylinder block a t b o t h s i d e s of t h e c o v e r
n o t e t h e position of t h e distributor r o t o r , w i t h a s h a r p knife, a s shown in t h e a c c o m -
and t h e n r e m o v e t h e distributor. Next, panying illustration. R e m o v e t h e f r o n t cov-
r e m o v e t h e ignition coil and s i d e c o v e r e r gasket.
gasket. R o t a t e t h e c a m s h a f t g e a r until t h e holes
in t h e g e a r align w i t h t h e t h r u s t p l a t e
s c r e w s , t h e n r e m o v e t h e t w o screws. Pull
the camshaft gear and camshaft straight out
of t h e block.

Attach a puller t o remove the harmonic (torsional) Remove the screws securing the gear to the cam-
balancer. shaft.
3-30 ENGINE SERVICE
© pdfmanualpublisher.com 2005
Using a puller to remove the pulley.
C h e c k t h e g e a r and t h r u s t p l a t e end-
play. C o m p a r e your m e a s u r e m e n t a g a i n s t
t h e l i m i t s given in t h e Specifications in t h e
Appendix.
If t h e decision is m a d e t o r e p l a c e t h e
camshaft, gear, o r t h e thrust plate, t h e g e a r
will h a v e t o be r e m o v e d f r o m t h e s h a f t .
Gear removal from t h e shaft requires t h e
use of C a m s h a f t G e a r R e m o v e r Tool 5-791.
P l a c e t h e c a m s h a f t through t h e g e a r remov-
e r ; p l a c e t h e e n d of t h e r e m o v e r on t h e
t a b l e of a n a r b o r press; and p r e s s t h e s h a f t
o u t of t h e gear.
T h e t h r u s t p l a t e MUST b e positioned s o
t h e wooa'ruff k e y i n t h e s h a f t does n o t
d a m a g e t h e s h a f t when t h e s h a f t is pressed
o u t of t h e gear. Also, be s u r e t o s u p p o r t t h e
hub of t h e gear o r t h e g e a r will b e seriously
DAMAGED.
To assemble t h e camshaft parts, first
f i r m l y s u p p o r t t h e c a m s h a f t a t t h e b a c k of
t h e f r o n t journal in a n a r b o r press. N e x t ,
p l a c e t h e g e a r s p a c e r ring a n d t h e t h r u s t
Check end play o f the gear.
Cam with scored lobes.
p l a t e o v e r t h e e n d of t h e s h a f t , a n d i n s t a l l
t h e woodruff key in t h e s h a f t keyway.
Install t h e c a m s h a f t g e a r a n d press i t o n t o
t h e s h a f t until it b o t t o m s a g a i n s t t h e g e a r
s p a c e r ring. M e a s u r e t h e e n d play of t h e
t h r u s t plate. This c l e a r a n c e should b e
0.00 1" t o 0.005".
CLEANING .
Clean t h e camshaft with solvent and
wipe t h e journals d r y w i t h a l i n t - f r e e cloth.
ALWAYS handle t h e s h a f t CAREFULLY t o
avoid d a m a g i n g t h e highly finished journal
surfaces. Blow o u t a l l of t h e oil passages
w i t h c o m p r e s s e d air.
C l e a n t h e g a s k e t s u r f a c e s on t h e block
a n d c r a n k c a s e f r o n t cover. C u t t h e t a b s
f r o m t h e new oil pan f r o n t seal. U s e a s h a r p
knife t o e n s u r e a c l e a n cut.
C h e c k t h e d i a m e t e r of t h e t h r e e c a m -
s h a f t bearings w i t h a m i c r o m e t e r f o r o u t -
of-round condition. If t h e journals a r e o u t -
of- round m o r e t h a n 0.001", t h e c a m s h a f t
should b e replaced. C o m p a r e your findings
w i t h t h e Sp-ecifications in t h e Appendix.
C h e c k t h e c a m s h a f t f o r alignment. T h i s
i s b e s t d o n e using "V" blocks a n d a dial
indicator. T h e dial i n d i c a t o r will i n d i c a t e
t h e e x a c t a m o u n t t h e c a m s h a f t i s o u t of
true. If i t i s o u t m o r e t h a n 0.002" dial
i n d i c a t o r reading, t h e c a m s h a f t should b e
replaced. When using t h e dial i n d i c a t o r in
t h i s m a n n e r t h e high reading i n d i c a t e s t h e
high point of t h e sha-ft. E x a m i n e t h e c a m -
s h a f t bearings a n d if a n y o n e b e a r i n g n e e d s
t o b e r e p l a c e d , ALL THREE should b e
replaced.
Handle the camshaft CAREFULLY t o prevent
damage t o the lobes or the bearings in the block.
 © pdfmanualpublisher.com 2005 GMC IN-LINE 3-31

The cam MUST clear the oil hole.

Checking camshaft and crankshaft run out.

CAMSHAFT INSTALLATION p l a c e i t in position on t h e c o v e r . Apply a

118" bead of RTV ( P a r t No. 105-1435) Sili-
C o a t t h e c a m lobes w i t h G.M. Super c o n e R u b b e r Seal t o t h e joint a t t h e oil pan
Engine Oil Supplement (G.M. P/N 1051858) a n d cylinder block as shown.
o r e q u i v a l e n t , and t h e n add t h e r e m a i n d e r in Install t h e c e n t e r i n g t o o l 3-23042 i n t o
t h e c a n t o t h e c r a n k c a s e oil. Install t h e t h e c r a n k c a s e f r o n t c o v e r seal. A c e n t e r i n g
c a m s h a f t assembly in t h e e n g i n e block. tool MUST be used t o align t h e c r a n k c a s e
Take c a r e t o move t h e shaft straight into f r o n t c o v e r , t o e n s u r e t h e torsional d a m p e r
t h e block a n d n o t t o d a m a g e t h e bearings o r i n s t a l l a t i o n will n o t d a m a g e t h e seal. T h e
cams. c e n t e r i n g tool will a l s o position t h e s e a l
R o t a t e t h e c r a n k s h a f t and c a m s h a f t EVENLY around t h e balancer.
until t h e valve t i m i n g m a r k s on t h e g e a r Install, and partially t i g h t e n , t h e t w o oil
t e e t h align, t h e n push t h e c a m s h a f t i n t o pan- to- front c o v e r screws. Install t h e f r o n t
f i n a l position. Install t h e c a m s h a f t t h r u s t
p l a t e s c r e w s and t i g h t e n t h e m t o t h e t o r q u e
v a l u e given in t h e S p e c i f i c a t i o n s in t h e
Appendix.
C h e c k t h e c a m s h a f t and c r a n k s h a f t g e a r
runout w i t h a d i a l -i n d i c a t o r . T h e c a m s h a f t
g e a r runout should n o t e x c e e d 0.004" a n d
t h e c r a n k s h a f t g e a r runout should n o t
e x c e e d 0.003".
If t h e g e a r runout is m o r e t h a n t h e
0.003" l i m i t , t h e g e a r will h a v e t o be remov-
e d and a n y burrs c l e a n e d f r o m t h e s h a f t . If
t h i s d o e s n o t r e d u c e t h e runout t o 0.003",
t h e n e i t h e r t h e s h a f t o r t h e g e a r will h a v e
t o b e replaced.
C h e c k t h e backlash b e t w e e n t h e t i m i n g
g e a r t e e t h w i t h a narrow f e e l e r gauge o r
dial indicator. T h e backlash should not b e
less t h a n 0.004" nor m o r e t h a n 0.006".
Install t h e s e a l o n t h e f r o n t c o v e r , press-
ing t h e t i p s i n t o t h e holes provided in t h e
cover. C o a t t h e gasket with sealer and Checking timing gear backlash.
3-32 ENGINE SERVICE
© pdfmanualpublisher.com 2005

cover- to- block a t t a c h i n g screws. R e m o v e

t h e c e n t e r i n g tool. Tighten a l l of t h e c o v e r
a t t a c h i n g s c r e w s t o t h e t o r q u e v a l u e given
in t h e Specifications. Install t h e torsional
damper.
C o a t t h e oil s e a l c o n t a c t a r e a on t h e hub
(or h a r m o n i c b a l a n c e r 140HP) w i t h e n g i n e
oil. Position t h e hub o v e r t h e c r a n k s h a f t
a n d key, t h e n s t a r t t h e hub i n t o position
w i t h a mallet. D r i v e t h e hub o n t o t h e
c r a n k s h a f t using t o o l 3-5590 a n d a m a l l e t
until t h e hub b o t t o m s a g a i n s t t h e c r a n k s h a f t
gear. T h e c r a n k s h a f t e x t e n d s slightly
t h r o u g h t h e hub, t h e r e f o r e a hollow tool
MUST b e used t o d r i v e t h e hub c o m p l e t e l y
t o t h e b o t t o m position. Install t h e pulley
o n t o t h e hub. T h e r e a r e t w o 3/8" holes a n d
o n e 5/16" hole t h a t MUST b e m a t c h e d on t h e
hub in o r d e r t o properly position t h e t i m i n g A puller must be used to remove the harmonic
mark. balancer. .
Install t h e valve l i f t e r s and ~ u s hrods.
Install t h e rocker a.rms o n t o t h e push rods
and t i g h t e n t h e rocker a r m n u t ONLY CAMSHAFT BEARING SERVICE
e n o u g h - t o hold t h e push rod until t h e v a l v e s
a r e adjusted. R e p l a c e t h e s i d e c o v e r using a R e m o v a l a n d r e p l a c e m e n t of t h e c a m -
new gasket. Install t h e ignition coil. Install s h a f t bearings should b e p e r f o r m e d by quali-
t h e distributor r o t o r a n d cap. f i e d m e c h a n i c s in a shop equipped t o handle
Adjust t h e valves; see S e c t i o n 3-7. such work. However, in m o s t cases t h e
Install t h e a l t e r n a t o r b e l t and adjust i t block bores f o r t h e bearings c a n be bored t o
according t o t h e Specifications listed in t h e a l a r g e r s i z e a n d o v e r s i z e bearings installed.
Appendix. BE SURE t o c h e c k w i t h your l o c a l m a r i n e
S t a r t t h e e n g i n e and c h e c k f o r leaks. d e a l e r f o r o v e r s i z e bearings available.
CAUTION: Water must circulate through
the lower unit to the engine any time the en- 3-10 CRANKCASE FRONT COVER
gine is run to prevent damage to the water
pump in the lower unit. Just five seconds The crankcase cover must be removed
without water will damage the water pump. b e f o r e removing t h e c a m s h a f t , t h e crank-
shaft timing gear, or t o merely inspect
t h e s e g e a r s o r t o c h e c k t h e timing b e t w e e n
t h e two.

T A K E CARE to align the one 5/16" and the two Before removing the crankcase front cover, the ends
3/8" holes. of the oil pan gaskets must be cut with a knife.
 © pdfmanualpublisher.com 2005
REMOVAL
Pull off t h e torsional d a m p e r . R e m o v e
t h e t w o oil pan- to- front c o v e r s c r e w s a n d
t h e n t a k e o u t t h e f r o n t cover- to- block
a t t a c h i n g screws. Pull t h e c o v e r f o r w a r d a
bit.
Use a s h a r p knife a n d c u t t h e oil pan
f r o n t s e a l flush w i t h t h e c y l i n d e r block a t
b o t h s i d e s of t h e c o v e r , as shown in t h e
a c c o m p a n y i n g illustration. Remove the
f r o n t c o v e r a n d a t t a c h e d portion of t h e oil
pan f r o n t seal. Remove the front cover
gasket.
INSTALLATION
C l e a n t h e g a s k e t s u r f a c e s o n t h e block
a n d c r a n k c a s e f r o n t cover. C u t t h e t a b s
frorn t h e new oil pan f r o n t seal. Use a s h a r p
knife t o g e t a c l e a n c u t . Install t h e s e a l o n
t h e f r o n t cover. P r e s s t h e tips i n t o t h e
holes provided in t h e cover. Coat the
g a s k e t with s e a l e r and p l a c e i t in position on
t h e cover. Apply a 118" b e a d of RTV ( P a r t
No. 105-1435) Silicone R u b b e r S e a l o r
e q u i v a l e n t , t o t h e joint a t t h e oil pan a n d
t h e cylinder block.
Install t h e c e n t e r i n g t o o l 5-23042 i n t o
t h e c r a n k c a s e f r o n t c o v e r seal. A c e n t e r i n g
tool MUST be used t o align t h e c r a n k c a s e
f r o n t c o v e r , t o e n s u r e t h e torsional d a m p e r
installation will n o t d a m a g e t h e seal. T h e
c e n t e r i n g t o o l will a l s o position t h e s e a l
EVENLY around t h e balancer.
Install t h e c r a n k c a s e f r o n t c o v e r t o t h e
block. Install, a n d partially t i g h t e n , t h e t w o
oil pan- to- front c o v e r screws. Install t h e
Apply sealer to the ends of the gasket.
GMC IN-LINE 3-33
f r o n t cover- to- block a t t a c h i n g screws.
R e m o v e t h e c e n t e r i n g tool. T i g h t e n a l l of
t h e cover attaching screws t o the torque
value given in t h e S p e c i f i c a t i o n s in t h e
Appendix. Install t h e torsional d a m p e r .
3-11 CRANKSHAFT AND
MAIN BEARINGS
REMOVAL
R e m o v e t h e engine; see S e c t i o n 3-1.
R e m o v e t h e oil pan; see S e c t i o n 3-2.
R e m o v e t h e oil pump; see S e c t i o n 3-3.
Remove t h e flywheel and coupler from
t h e crankshaft.
R e m o v e t h e m a i n b e a r i n g c a p s and t h e
c o n n e c t i n g rod caps. TAKE TIME t o m a r k
e a c h b e a r i n g c a p s o you will b e a b l e t o
install i t back o n t o t h e s a m e rod f r o m which
i t w a s removed.
L i f t t h e c r a n k s h a f t o u t of t h e block.
ALWAYS handle t h e s h a f t c a r e f u l l y t o a v o i d
d a m a g i n g t h e highly finished journal sur-
faces.
CLEANING
Clean t h e crankshaft with solvent and
wipe t h e journals d r y w i t h a l i n t - f r e e c l o t h .
Blow o u t a l l of t h e oil p a s s a g e s w i t h com-
pressed air. Oil passageways l e a d f r o m t h e
rod journal t o t h e m a i n b e a r i n g journal. BE
CAREFUL n o t t o blow t h e d i r t i n t o t h e m a i n
b e a r i n g journal bore.
M e a s u r e t h e d i a m e t e r of e a c h journal a t
f o u r p l a c e s t o d e t e r m i n e t h e out- of- round,
A puller must be used to remove the crankshaft
gear.
3-34 ENGINE SERVICE © pdfmanualpublisher.com 2005

Details o f bearing failures.

t a p e r , and wear. The out-of-round limit is

0.001"; t h e t a p e r must n o t e x c e e d 0.001";
and t h e wear limit is 0.0035". If any one of
t h e limits is exceeded, t h e c r a n k s h a f t MUST
be reground t o a n undersize, and undersized
bearing inserts must be installed. C h e c k t h e
Specifications listed in t h e Appendix.
Remove t h e old bearing shells and t h e
r e a r oil seal.

INSTALLATION

Install new bearing shells. T h e upper

half of t h e bearing shell h a s a hole. This
half of t h e shell MUST be inserted between
t h e c r a n k s h a f t and t h e block. CAREFULLY
place t h e crankshaft into t h e bearing halves
on t h e block.
Clean t h e journal thoroughly of a l l
t r a c e s of oil, and then place a piece of
Plastigage on t h e bearing s u r f a c e , t h e full
width of t h e cap. Install t h e c a p and t o r q u e
t h e retaining bolts according t o t h e specifi-
c a t i o n s listed in t h e Appendix. DO NOT
turn t h e c r a n k s h a f t with t h e Plastigage in
place or you will distort i t and t h e reading
will have no value.
R e m o v e t h e bearing cap. Use t h e s c a l e
Installation of a new seal in the rear main.
on t h e plastic s t r i p t o d e t e r m i n e t h e clear-
ance. The bearing journal is t a p e r e d and so
is t h e Plastigage. Measure t h e Plastigage at
t h e widest point and also at t h e narrowest
point. These m e a s u r e m e n t s will give you
t h e minimum and maximum clearances.
If t h e c l e a r a n c e e x c e e d s 0.0025", a new
i n s e r t should be installed. A f t e r you have
installed t h e new insert m a k e a n o t h e r Plas-
t i g a g e measurement. If t h e new c l e a r a n c e
still does not give t h e proper c l e a r a n c e

- -

SCRA~CHES INTO BEARING MATERIAL

--
SCRATCHED BY DIRT LACK O F O I L IMPROPER SEATING

Examples of various wear patterns on bearing halves, including possible reasons for the condition.
 © pdfmanualpublisher.com 2005 GMC IN-LINE 3-35

according to t h e specifications, t h e n a n
PLACE PLASTIGAGE FULL WIDTH undersized i n s e r t should be used.
OF JOURNAL ABOUT Lubricate t h e r e a r bearing seal with oil.
'/4 INCH OFF CENTER DO NOT allow any oil t o getibn t h e p a t t i n g
surface. Gradually push t h e seal with a
hammer handle until t h e seal is rolled i n t o
place. T o r e p l a c e t h e upper half of t h e seal,
use a small h a m m e r and brass punch. Tap
o n e end of t h e seal into t h e block groove,
and t h e n push t h e s e a l until i t protrudes o u t
t h e other side.
Install t h e t h r u s t bearing c a p and tighten
t h e bolts just fingertight. Pry t h e crank-
lNSTALLlNG PLASTIGAGE s h a f t forward against t h e t h r u s t s u r f a c e of
t h e upper half -of t h e bearing; Hold t h e
c r a n k s h a f t forward and pry t h e t h r u s t bear-
CHECK WIDTH OF PLASTIGAGE
ing c a p t o t h e rear. This a c t i o n will align
t h e t h r u s t s u r f a c e s of both halves of t h e
1 0.002" CLEARANCE bearing. R e t a i n t h e forward pressure on t h e
crankshaft; and tighten t h e c a p bolts t o t h e
torque value given in t h e Specifications in
t h e Appendix.
Install t h e rod caps; s e e Section 3-8.
Install t h e oil pump; see Section 3-3.
Install t h e oil pan; see Section 3-2.
Install t h e flywheel and coupler.
Install t h e engine; s e e Section 3-1.
MEASURING PLASTIGAGE S t a r t t h e engine and check f o r leaks.
CAUTION: Water must circulate through
the lower unit to the engine any time the en-
After the connecting rod cap has been properly gine is run t o prevent damage to the water
tightened, and then removed, the flattened Pastigage
can be compared with the scale on the side of the pump in the lower unit. Just five seconds
package and the amount of clearance accurately deter- without water will damage the water pump.
mined.

HOLD CRANKSHAFT

FORWARD

" . c
- "- - u
-

PRY CRANKSHAFT FORWARD PRY CAP BACKWARD TIGHTEN CA

The thrust bearing MUST De aligned properly before it is tightened. The thrust bearing is aligned by first prying the
crankshaft forward, then prying the main bearing cap backward, and finally tightening the bolts to the torque value
given in t h e Specifications in the Appendix.
3-36 ENGINE SERVICE © pdfmanualpublisher.com 2005
GMC V6 ENGINES
1964 - 1972 ALSO 1981 AND ON
From 1964 thru 1972, t h e V-6 engine had
a bore and stroke of 3.750 x 3.400" t o
provide 225 CID. When the V6 engine was
re- entered a s a n OMC power unit in 1981,
the bore and stroke had been changed t o
3.800 x 3.400 increasing t h e CID slightly t o
229. In 1982 t h e bore and stroke were again
changed slightly t o 3.736 x 3.480, holding
t h e displacement a t 229 CID.
In 1986, t h e 4.3 L i t r e model was intro-
duced. The bore for this unit was increased
t o 4.000t', but t h e stroke remained at 3.480H,
providing 262 CID.
The cylinders in t h e starboard bank a r e
numbered 2-4-6, and those in t h e port bank,
1-3-5. The engine has a n unusual valve
arrangement for t h e port bank of E-I-E-I-I-
E, and for t h e starboard bank of E-I-I-E-I-E,
both s t a t e d from t h e front of the engine.
The distributor is mounted at the f r o n t
of t h e block. The firing order is 1-6-5-4-3-
2.
3-12 ENGINE REMOVAL
Engine hood covers and panels around
t h e engine may have t o b e removed before
t h e engine will clear. In all cases, t h e
engine must be moved about 6-inches for-
ward in order t o clear the driveshaft assem-
bly.
Removing an engine from the boat using a lifting
bracket.
Disconnect t h e b a t t e r y cables, engine-
to-dash wiring, water hoses, throttle cable,
exhaust hoses, and fuel lines.
CAUTION: Be sure to plug the fuel line
to prevent fuel from siphoning out of the tank.
Drain t h e water from t h e block by open-
ing all of t h e drain valves.
The engine has two lifting brackets t o be
used with a length of chain. Run t h e chain
through t h e holes in the lifting brackets, and
then fasten t h e ends together with a bolt
and nut. A t t a c h t h e lifting device in t h e
c e n t e r of t h e chain, and then t i e t h e chains
together t o prevent the lifting device from
riding down the chain a s t h e engine is lifted
from t h e boat.
Kemove t h e bell housing-to-engine bolts.
Remove t h e lag bolts on t h e mounting t o t h e
deck. If - t h e engine compartment is too
small f o r t h e engine t o clear, i t may b e
necessary t o remove the mounting brackets
f r o m t h e engine. Slide t h e engine forward
about 6 inches, and then lift i t straight up
and out. If you do not have enough room t o
move i t forward, then i t will b e necessary t o
remove t h e stern drive unit, s e e C h a p t e r
10.
ENGINE INSTALLATION
Lower t h e engine into t h e compartment
and line t h e engine t o t h e guide pins on t h e
bell housing. Slide t h e engine back onto t h e
drive assembly. I t m a y be necessary t o t u r n
t h e driveshaft t o align t h e splines. The
driveshaft can b e easily turned, by putting
t h e stern drive in forward gear and then
turning t h e propeller.
Install and tighten t h e bell housing-to-
engine bolts, alternating around t h e - bell
housing. Install t h e lag bolts through t h e
mounting brackets in t h e deck. If t h e
engine brackets were removed, they have t o
be installed first.
Install t h e fuel line, water hoses, engine-
to-dash wiring, exhaust hose, t h r o t t l e cable,
and b a t t e r y cables. Close all water drain
valves. Fill t h e crankcase with t h e proper
weight oil.
S t a r t t h e engine and check for leaks.
CAUTION: Water must circulate through
the lower unit to the engine any time the en-
gine is run Ito prevent damage to the water
pump in the lower unit. Just five seconds
without water will damage the water pump.
 © pdfmanualpublisher.com 2005
3-13 OIL PAN SERVICE
REMOVAL
B e f o r e t h e oil pan c a n be removed, t h e
e n g i n e m u s t b e removed; see s e c t i o n 3-12.
T h e following p r o c e d u r e s pickup t h e work
a f t e r t h e e n g i n e i s o u t of t h e boat.
R e m o v e t h e oil d r a i n plug and drain t h e
oil. A good word about draining engine oil:
O n late- model engines, a k i t h a s been
a t t a c h e d t o t h e oil drain plug t o h e l p in
draining t h e oil when t h e e n g i n e i s in t h e
boat. This k i t c a n be installed on a n y e n g i n e
a n d should be done t h e f i r s t t i m e t h e e n g i n e
i s r e m o v e d f r o m t h e boat.
R e m o v e t h e 011 pan bolts and lower t h e
oil pan enough t o r e m o v e t h e oil p u m p pipe
a n d screen- to- cylinder block bolts.
C l e a n t h e oil pan w i t h solvent. Pry t h e
s c r e e n o u t of t h e housing t o e x a m i n e i t f o r
a n y e v i d e n c e of clogging. C l e a n t h e s c r e e n
a n d housing thoroughly in solvent and blow
i t d r y w i t h c o m p r e s s e d air. Snap t h e s c r e e n
i n t o t h e housing.
INSTALLING
ALWAYS install a new pan gasket. Move
t h e oil pan i n t o position, a n d t h e n i n s t a l l t h e
oil pump pipe and screen- to- cylinder block
bolts. Install a n d t i g h t e n t h e oil pan bolts t o
t h e t o r q u e value given in t h e s p e c i f i c a t i o n s
in t h e Appendix. TAKE CARE t o t i g h t e n
t h e b o l t s evenly and n o t t o o v e r t i g h t e n
t h e m . R e p l a c e t h e lower f l y w h e e l housing.
Install t h e engine; see S e c t i o n 3-12.
Fill t h e c r a n k c a s e w i t h t h e proper
w e i g h t oil. C l o s e t h e w a t e r drain valves.
S t a r t t h e e n g i n e a n d c h e c k f o r leaks.
.-
BETWEEN STRAIGHT EDGE
8 GASKET SURFACE
Measuring the oil pump end clearance.
CAUTION: Water must circulate through
the lower unit to the engine any time the en-
gine is run t o prevent damage to the water
pumpin the lower unit. Just five seconds
without water will damage the water pump.
3-14 OIL PUMP
T h e oil p u m p c o n s i s t s of t w o g e a r s a n d a
p r e s s u r e r e g u l a t o r valve, e n c l o s e d in a two-
p i e c e housing. T h e oil p u m p i s m o u n t e d on
t h e o u t s i d e of t h e block a n d i s driven by t h e
d i s t r i b u t o r s h a f t , which i s driven by a heli-
c a l g e a r on t h e c a m s h a f t . A b a f f l e is
installed on t h e pickup s c r e e n t o e l i m i n a t e
p r e s s u r e loss d u e t o sudden stops.
REMOVING
Remove- t h e oil f i l t e r . Remove the
s c r e w s a t t a c h i n g t h e oil p u m p c o v e r
a s s e m b l y t o t h e t i m i n g c h a i n cover. R e -
m o v e t h e c o v e r a s s e m b l y a n d slide o u t t h e
oil p u m p gears.
CLEANING AND INSPECTING
Wash t h e g e a r s thoroughly a n d i n s p e c t
t h e m f o r w e a r and scores. If e i t h e r g e a r is
d e f e c t i v e , t h e y m u s t b e r e p l a c e d as a pair.
R e m o v e t h e oil p r e s s u r e relief v a l v e c a p ,
spring, a n d valve. T h e oil f i l t e r bypass
v a l v e and spring MUST NOT b e r e m o v e d
b e c a u s e t h e y a r e s t a k e d in place.
Wash t h e p a r t s r e m o v e d and c h e c k e a c h
o n e carefully. Inspect t h e relief valve f o r
w e a r o r scores. C h e c k t h e relief v a l v e
spring t o be s u r e i t i s n o t worn o n i t s s i d e o r
collapsed. If in doubt a b o u t t h e condition of
t h e spring, i n s t a l l a n e w one. C l e a n t h e
-.
s c r e e n s t a k e d in t h e cover.
C h e c k t h e relief valve in i t s bore in t h e
c o v e r . T h e c l e a r a n c e f o r t h e v a l v e should
OIL PUMP
COVER
SPRING
Arrangement o f parts for the oil pump pressure
valve in a V 6 engine.
 3-38 ENGINE SERVICE
© pdfmanualpublisher.com 2005
b e only a slip f i t . If a n y s i d e c l e a r a n c e c a n
b e f e l t t h e valve o r t h e c o v e r should b e
replaced.
I n s p e c t t h e f i l t e r bypass valve f o r
c r a c k s , nicks, o r warping. T h e valve should
b e f l a t w i t h n o nicks o r s c r a t c h e s .
ASSEMBLING
Apply a g e n e r o u s a m o u n t of oil t o t h e
pressure relief valve a n d spring. Install t h e
l u b r i c a t e d valve and spring i n t o t h e bore of
t h e oil p u m p c o v e r . Install t h e c a p a n d
gasket. Tighten t h e c a p b o l t s t o t o r q u e
value given in t h e Specifications in t h e
Appendix.
Install t h e oil pump g e a r s and s h a f t i n t o
t h e oil p u m p body s e c t i o n of t h e t i m i n g
chain cover t o check t h e gear end clear-
a n c e . P l a c e a straight- edge o v e r t h e g e a r s ,
and then measure t h e clearance between t h e
straight- edge a n d t h e g a s k e t s u r f a c e as
shown in t h e a c c o m p a n y i n g illustration. T h e
c l e a r a n c e should b e 0.0023" t o 0.0058". If
t h e c l e a r a n c e i s less t h a n 0.0023", c h e c k t h e
t i m i n g c h a i n c o v e r g e a r p o c k e t f o r signs of
wear.
If t h e g e a r e n d c l e a r a n c e is okay, re-
m o v e t h e g e a r s a n d pack t h e g e a r p o c k e t
f u l l of p e t r o l e u m jelly. DO NOT use chassis
lube.
CAUTION: Unless the pocket is packed
with petroleum jelly, it may not prime itself
when the engine i s started.
Packing the oil pump.
Install t h e gears. P l a c e a n e w g a s k e t i n
position, and t h e n install t h e c o v e r assembly
screws. Tighten t h e s c r e w s a l t e r n a t e l y a n d
e v e n l y t o t h e t o r q u e value given in t h e
Specifications in t h e Appendix. Install t h e
oil f i l t e r on t h e nipple.
C h e c k t h e c r a n k c a s e f o r t h e proper
a m o u n t of oil.
S t a r t t h e e n g i n e and c h e c k f o r leaks.
CAUTION: Water must circulate through
the lower unit to the engine any time the en-
gine is run to prevent damage to the water
pump in the lower unit. Just five seconds
without water will damage the water pump.
3-15 EXHAUST MANIFOLDS AND ELBOWS
REMOVAL
R e m o v e a l l w a t e r hoses and e x h a u s t
hoses f r o m t h e elbow t o t h e s i d e of t h e
e x h a u s t housing.
R e m o v e t h e n u t s f r o m t h e manifold
s t u d s , a n d t h e n l i f t off t h e manifolds.
F o r o t h e r s e r v i c e on t h e e x h a u s t mani-
folds, see C h a p t e r 9, Cooling System.
INSTALLATION
Install t h e manifolds t o t h e cylinder head
a n d s t a r t t h e n u t s o n t o t h e studs. T i g h t e n
t h e nuts alternately. The manufacturer
d o e s not a l w a y s i n s t a l l a g a s k e t b e t w e e n t h e
e x h a u s t manifold and t h e e n g i n e block, how-
e v e r , if a n y e v i d e n c e i n d i c a t e s a n e x h a u s t
l e a k , a new g a s k e t should be installed. T h e y
a r e readily a v a i l a b l e a t t h e n e a r e s t a u t o m o -
t i v e p a r t s dealer.
A s u b s t i t u t e f o r a new g a s k e t would b e
t o c o a t t h e s u r f a c e s of t h e manifolds a n d
t h e m a t c h i n g s u r f a c e s on t h e block w i t h
P e r m a t e x " Form-A- Gasket" o r equivalent.
Install t h e w a t e r hoses and e x h a u s t hoses
t o t h e manifold. Close t h e w a t e r drain
valves.
S t a r t t h e e n g i n e and c h e c k f o r leaks.
CAUTION: Water must circulate r'nruugh
the lower unit to the engine any time the en-
gine is run to prevent damage to the water
pump in the lower unit. Just five seconds
without water will damage the water pump.
3-16 INTAKE MANIFOLD
REMOVAL
D r a i n t h e w a t e r f r o m t h e block. R e-
move t h e f l a m e arrestor from t h e carbure-
 © pdfmanualpublisher.com 2005
t o r . D i s c o n n e c t t h e b a t t e r y c a b l e s at t h e
b a t t e r y . Disconnect t h e hoses, f u e l line,
a n d t h r o t t l e l i n k a g e at t h e c a r b u r e t o r . Dis-
c o n n e c t t h e w i r e s t o t h e coil a n d t e m p e r a -
t u r e sending switch.
R e m o v e t h e distributor c a p and m a r k t h e
distributor housing indicating t h e position of
t h e rotor. R e m o v e t h e d i s t r i b u t o r c l a m p
a n d t h e n pull t h e distributor o u t of t h e
block. Move t h e distributor c a p o u t of t h e
way. R e m o v e t h e c o i l and b r a c k e t .
R e m o v e t h e bolts a t t a c h i n g t h e i n t a k e
manifold t o t h e head. TAKE NOTE t h a t
t h e b o l t s a r e of varying lengths. T h e r e f o r e ,
identify t h e m in s o m e w a y w i t h t h e h o l e s
f r o m which t h e y a r e removed, as a n aid t o
assembling. L i f t t h e manifold w i t h t h e
c a r b u r e t o r a t t a c h e d f r o m t h e engine.
DISCARD a l l g a s k e t s a n d seals.
CLEANING
C l e a n t h e g a s k e t s u r f a c e s of t h e i n t a k e
manifold a n d t h e heads. C h e c k t h e old
g a s k e t s t o d e t e r m i n e if t h e r e h a s b e e n a n y
e x h a u s t leakage. Any e v i d e n c e of e x h a u s t
l e a k a g e would i n d i c a t e a c r a c k in t h e head.
Any sign of w a t e r in a n i n t a k e manifold p o r t
would i n d i c a t e e i t h e r a c r a c k in t h e mani-
fold o r a c r a c k in t h e head.
INSTALLATION
P l a c e new rubber manifold s e a l s in posi-
tion at t h e f r o n t a n d r e a r r a i l s of t h e
cylinder block. BE SURE t h e pointed e n d s
of t h e s e a l f i t snuggly a g a i n s t t h e block a n d
head.
Apply a light c o a t i n g of P e r m a t e x ,
Form- A- Gasket o r e q u i v a l e n t , t o t h e a r e a
b e t w e e n t h e w a t e r passages o n t h e h e a d a n d
Replacing the intake manifold.
GMC V6 3-39
t h e m a n ~ i o l d . Install t h e i n t a k e manifold
g a s k e t s o n t o t h e heads. CAREFULLY set
t h e i n t a k e manifold in p l a c e a n d s t a r t t h e
t w o guide b o l t s on e a c h side. Lift t h e
manifold slightly a n d slip t h e g a s k e t s i n t o
position as shown. TAKE CARE t o see t h a t
t h e gasket is installed with t h e t h r e e intake
manifold p o r t s aligned w i t h t h e h e a d a n d
manifold. T h e g a s k e t should b e installed as
shown f o r t h e l e f t s i d e and r e v e r s e d f o r t h e
r i g h t s i d e installation.
Install a manifold a t t a c h i n g b o l t in t h e
open bolt hole as shown. T h e open bolt h o l e
i s held t o c l o s e t o l e r a n c e s and t h e bolt in
t h i s l o c a t i o n s e r v e s t o l o c a t e t h e manifold
p e r f e c t l y fore- and- aft. Install t h e remain-
ing i n t a k e manifold- to- cylinder h e a d b o l t s
w i t h t h e l o n g e r b o l t s at t h e f o r w a r d loca-
tion. Tighten t h e bolts in t h e s e q u e n c e
shown in t h e - a c c o m p a n y i n g illustration, a n d
t o t h e t o r q u e value given in t h e s p e c i f i c a -
t i o n s in t h e Appendix.
Install t h e coil. Slide t h e distributor i n t o
p l a c e w i t h t h e r o t o r pointing t o t h e m a r k
you m a d e prior t o removing t h e distributor.
Snap t h e distributor c a p in place. If t h e
c r a n k s h a f t w a s r o t a t e d while t h e d i s t r i b u t o r
w a s o u t of t h e block, t h e e n g i n e will h a v e t o
b e timed. S e e C h a p t e r 5 f o r d e t a i l e d proce-
d u r e s t o t i m e t h e e n g i n e properly.
C o n n e c t t h e b a t t e r y c a b l e s at t h e bat-
t e r y ; t h e hoses t o t h e t h e r m o s t a t housing;
t h e t h r o t t l e linkage and f u e l l i n e at t h e
carburetor; and t h e wires t o t h e coil and
t e m p e r a t u r e sending switch.
C l o s e t h e w a t e r drain valves.
S t a r t t h e e n g i n e and c h e c k f o r leaks.
CAUTION: Water must circulate through
the lower unit to the engine any time the en-
gine is run to prevent damage t o the water
pump in the lower unit. Just five seconds
without water will damage the water pump.
3-17 CYLINDER HEAD SERVICE
T h e p r o c e d u r e s in t h i s s e c t i o n provide
removing, disassembling, c l e a n i n g and in-
s p e c t i n g , a n d installing t h e c y l i n d e r h e a d ,
including s o m e of t h e work t h a t m a y be
a c c o m p l i s h e d while t h e h e a d i s removed.
REMOVAL
R e m o v e t h e i n t a k e manifold; see Sec-
tion 3-16.
D r a i n t h e w a t e r f r o m t h e block by open-
ing a l l of t h e drain valves.
3-40 ENGINE SERVICE © pdfmanualpublisher.com 2005

Pull t h e spark plug w i r e r e t a i n e r s f r o m ROTATOR .OCKS

t h e b r a c k e t s on t h e rocker a r m covers.
Disconnect t h e spark plug wires at t h e plugs . CAP
and swing t h e wires and r e t a i n e r o u t of t h e
way. Remove the screws attaching the SHlE
rocker a r m c o v e r t o t h e cylinder head.
R e m o v e t h e rocker a r m c o v e r s and gask-
ets. R e m o v e t h e rocker arm s h a f t bracket-
to- cylinder head a t t a c h i n g bolts. R e m o v e
t h e rocker arm-and-shaf t assembly. BE
SURE t o identify t h e rocker a r m s t o e n s u r e
t h e y will b e installed on t h e s a m e side f r o m
which t h e y w e r e removed.
If t h e l i f t e r s a r e NOT t o b e serviced,
p r o t e c t t h e l i f t e r s and c a m s h a f t by covering
t h e a r e a with suitable cloths.
If t h e l i f t e r s ARE t o be serviced, t h e n Arrangement o f valve mechanism parts before and
set u p s o m e kind of system t o hold t h e push after installation.
rods. R e m o v e e a c h o n e in order s o t h e y
will b e installed back in t h e identical hole VALVE MECHANISM
f r o m which t h e y w e r e removed. R e m o v e
t h e l i f t e r s and k e e p t h e m in order similar t o C l e a n t h e valves, springs, spring retain-
t h e push rods. Each MUST b e installed i n t o e r s , locks, and sleeves in solvent, a n d t h e n
t h e hole f r o m which i t w a s removed. The blow t h e p a r t s dry with compressed air.
oil baffle is mounted under t h e r e a r bolts on Inspect t h e valve f a c e and t h e head f o r pits,
t h e right rocker arm- and- shaft assembly. grooves, and scores. Inspect t h e s t e m f o r
R e m o v e t h e a l t e r n a t o r mounting b r a c k e t w e a r a n d t h e e n d for grooves. T h e f a c e
and b r a c e a t t a c h i n g bolts. Move t h e a l t e r - m u s t b e t r u e d on a valve grinding machine,
n a t o r o u t of t h e way. which will r e m o v e minor pits and grooves.
R e m o v e t h e exhaust manifolds; see Sec- Valves with serious d e f e c t s , o r t h o s e having
tion 3-15. heads with a knife e d g e m u s t be replaced.
R e m o v e t h e cylinder head bolts, a n d
t h e n l i f t off t h e cylinder heads.

Valve locks are removed by first compressing the

spring, and then taking o f f the locks, caps, springs,
dampers, and oil seal. Push the valve out and ALWAYS A valve spring should not be out by more than 1/16"
keep it in sequence t o ensure replacement in the same when it is rotated against a square on a flat surface, as
location. shown. I f it is, the spring should be replaced.
 © pdfmanualpublisher.com 2005
GMC V6 3-41

VALVE SPRINGS

C o m p a r e t h e valve spring tension a g a i n s t

t h o s e l i s t e d in t h e S p e c i f i c a t i o n s in t h e
Appendix. A quick c h e c k c a n be m a d e by
laying a l l of t h e springs on a f l a t s u r f a c e
a n d c o m p a r i n g t h e i r heights. T h e h e i g h t s
MUST a l l b e t h e s a m e . Both e n d s of e a c h
s p r i n g MUST b e s q u a r e o r t h e spring will
t e n d t o c o c k t h e valve s t e m . Weak v a l v e
springs c a u s e poor e n g i n e p e r f o r m a n c e .
T h e r e f o r e , if a spring i s w e a k o r t h e e n d s
a r e n o t s q u a r e by m o r e t h a n 1/16", i t MUST
b e replaced.
HYDRAULIC LIFTERS

Work on t h e l i f t e r s one- at- a- time and

k e e p t h e m in o r d e r t o e n s u r e e a c h o n e will
b e installed back i n t o t h e orignal position
f r o m which i t w a s removed.
D i r t , deposits of gum, a n d a i r bubbles in
t h e l u b r i c a t i n g oil c a n c a u s e t h e hydraulic
l i f t e r s t o w e a r enough t o c a u s e failure. T h e
d i r t and gum c a n k e e p a c h e c k valve f r o m Improper installation techniques caused this valve to
drop out and strike the piston.
s e a t i n g , which will c a u s e t h e oil t o r e t u r n t o
VALVE OPEN

VALVE

E ClRCl
Relationship o f the cam lobe as the camshaft rotates. The cczm moves the valve lifter to the valve open position
( l e f t )and then to the valve closed position (right).
3-42 ENGINE SERVICE © pdfmanualpublisher.com 2005
LOCK RING DISC VALVE
RETAINER
DISC ~ A L V E
Arrangement of hydraulic valve lifter parts.
t h e reservoir during t h e t i m e t h e push rod is
being lifted. ~ x c e s s i v e movemknt of t h e
lifter p a r t s causes wear and destroys t h e
lifter's effectiveness in a short time.
ALWAYS keep t h e lifter assemblies in
proper sequence when they a r e being re-
moved. This is t h e only way they c a n be
installed back into their original position.
Clean, inspect, and test e a c h lifter separ-
a t e l y and use t h e utmost c a r e not t o inter-
mix t h e internal parts. If any one p a r t of
t h e lifter is defective for any reason, re-
place t h e complete lifter assembly, NEVER
just one part.
If the valve guide is worn it must be reamed
oversize because the guides cannot be removed. A
valve with an oversize stem is then installed t o obtain
the proper clearance.
After t h e lifter has been cleaned, dried,
and assembled; a quick test of i t s operation
can be made by depressing t h e plunger with
your finger. The trapped air should partially
return t h e plunger if t h e lifter is operating
properly. If t h e lifter i s worn, o r if t h e
check valve is not seating, t h e plunger will
not return.
Install t h e assembled lifters in t h e
engine dry, paying careful attention t o en-
sure each one is returned t o i t s original
position. The lifters will bleed t o their
c o r r e c t operating position quicker if in-
stalled dry than if you fill them with lubri-
cating oil prior t o installation.
RECONDITIONING VALVES
AND GUIDES
Place _the cylinder head on a clean,
smooth surface. Compress t h e valve spring
with a suitable tool, and remove t h e c a p
retainers. Release t h e tool and remove t h e
spring and cap. R e p e a t t h e procedure for
e a c h of t h e valves. KEEP t h e valves in
order in a suitable holder t o ensure they will
be installed back in their original position in
t h e head.
Remove the carbon f r o m t h e combustion
chambers. Use c a r e t o avoid scratching t h e
head or t h e valve seats. Clean all carbon
and gum deposits from t h e valve guide
bores. Clean t h e valves. Inspect t h e valve
f a c e s and seats f o r pits, burnt spots, o r
evidence of poor seating.
Notice the oil around the intake valve and the
darker coloring of the exhaust valve in the right
combustion chamber. The compression in the right
cylinder was lower than in the l e f t . Also the intake
valve guide and seal are defective allowing oil to leak
into the combustion chamber.
 © pdfmanualpublisher.com 2005
GMC V6 343

A severely burnt exhaust valve face. The valve was

sticking in the guide as evidenced by the gum on t h e Excessive lubricant leaking past the seal and valve
neck of the stem. TAKE TIME t o clean the valve guides guides caused this w e t , oily condition.
thoroughly.

Grind or replace valves, if necessary. A

valve should be replaced if t h e head must be
ground t o a knifoe e d g e in order t o obtain a
t r u e face. A 4 5 angle is t h e c o r r e c t angle
f o r t h e valve face. If t h e angle is any
sharper, t h e valve will run t o o hot.
Valve s t e m guides a r e not replaceable.
If a valve s t e m h a s excessive c l e a r a n c e , t h e
guide must b e r e a m e d 0.003" oversize, using
r e a m e r 5-5830-1. Valves with 0.00311 over-
s i z e s t e m s a r e available f o r service.

Refacina the valve seat usina a arindina stone.

Use a wire brush to clean carbon from the A L WA Y S livft the special driver se;eral "times ;o allow
cylinder head. Take time t o do a thorough cleaning the grinding particles to fly out, or the valve seat will
for maximum benefit. become grooved.
3-44 ENGINE SERVICE
© pdfmanualpublisher.com 2005

T r u e t h e valve seats t o a 45' angle.

C u t t i n g a valve seat r e s u l t s in lowering t h e
valve spring pressure a n d i n c r e a s e s t h e
w i d t h of t h e seat. T h e nominal w i d t h of t h e
v a l v e seat i s 1/16". If a valve seat i s o v e r
5/64" wide a f t e r truing, i t should be narrow-
edoto t h e specified w i d t h by using 20' a n d
70 stones.
If t h e valve and seat a r e refinished t o
t h e e x t e n t t h a t t h e valve s t e m i s r a i s e d
m o r e t h a n 0.050" a b o v e i t s n o r m a l height,
t h e hydraulic valve l i f t e r will n o t o p e r a t e
properly. If this condition e x i s t s , t h e worn
p a r t m u s t b e replaced. T h e n o r m a l h e i g h t
of t h e valve s t e m r e t a i n e r a b o v e t h e valve
spring seat s u r f a c e of t h e h e a d i s 1.925". Location of the three different lengths of cylinder
L a p t h e valves lightly .., - i n t o t h e i r seats head bolts.
w i t h f i n e grinding compound. T h e r e f a c i n g
a n d r e s e a t i n g o p e r a t i o n should l e a v e t h e b r a c k e t s on t h e shaft. T a k e c a r e t h a t t h e
refinished s u r f a c e s s m o o t h a n d true. Act- a s s e m b l y f o r t h e r i g h t s i d e h a s t h e n o t c h in
ually, if t h e refinishing job i s done properly, t h e s h a f t f a c i n g -forward and t h e l e f t s i d e
only a minimum of lapping i s required. Ex- h a s t h e n o t c h t o t h e rear. Install t h e spring
c e s s i v e lapping will g r o o v e t h e valve f a c e , w a s h e r , f l a t washer, and c o t t e r pin on e a c h
p r e v e n t i n g a proper seat when t h e valve i s e n d of t h e s h a f t in t h e o r d e r named.
hot. Install t h e bolts, w i t h plain washers,
through t h e b r a c k e t s a n d s h a f t so t h e n o t c h
T e s t e a c h valve t o b e s u r e i t seats in t h e
in t h e r i g h t assembly i s f a c i n g up and f o r-
c e n t e r of t h e seat. This test c a n b e
w a r d ; a n d t h e n o t c h in t h e l e f t a s s e m b l y i s
a c c u r a t e l y done by f i r s t c o a t i n g t h e valve
f a c i n g up and a f t .
f a c e lightly w i t h Prussian blue, a n d t h e n
r o t a t i n g t h e valve a g a i n s t t h e seat. If t h e
valve seat i s t r u e w i t h t h e valve guide, a
CYLINDER HEAD INSTALLATION
m a r k will b e m a d e a l l around t h e s e a t . If
t h e seat i s n o t t r u e ( c o n c e n t r i c w i t h t h e C l e a n t h e e n g i n e block g a s k e t s u r f a c e s .
guide), a m a r k will b e m a d e on only o n e side Check carefully to be sure no foreign
of t h e seat. N e x t , c o a t t h e valve seat m a t e r i a l h a s fallen i n t o t h e c y l i n d e r bores,
lightly w i t h Prussian blue. R o t a t e t h e valve
bolt holes, or valve lifter area. Clean out
a g a i n a g a i n s t t h e seat t o d e t e r m i n e if t h e all bolt holes with air. One
valve f a c e i s t r u e w i t h t h e valve s t e m and if
f u r t h e r s t e p f o r a good job, i s t o run t h e
t h e valve i s s e a t i n g a l l t h e w a y around.
c o r r e c t s i z e t a p down e a c h bolt hole.
Both tests a r e n e c e s s a r y t o prove e a c h valve
i s making a proper seat. PAY ATTENTION
t o install e a c h valve spring with t h e
CLOSELY wound c o i l s TOWARD t h e cylind-
e r head.

ROCKER ARM SERVICE

Remove the rocker arm- and- shaft

assembly. T a k e o u t t h e c o t t e r pin, plain
washer, a n d spring washer f r o m e a c h e n d of
t h e rocker a r m shaft. Remove t h e bracket
bolts. Slide t h e r o c k e r a r m s a n d b r a c k e t s
off t h e shaft.
C l e a n a n d i n s p e c t all parts. P a y par-
t i c u l a r a t t e n t i o n t o c l e a n i n g a l l of t h e oil
holes. R e p l a c e a n y p a r t excessivel y worn.
Tightening sequence for the cylinder head bolts on a
Assemble t h e springs, r o c k e r a r m s , a n d V6 engine.
 © pdfmanualpublisher.com 2005 GMC V6 3-45

UNDERSIDE OF SPRING RETAINER

. --A

SPRING PAD

Measuring the height of the installed valve spring. The intake manifold is notched to f i t around the
Compare this measurement with the Specifications in attaching bolts. Lift the manifold slightly and T A K E
the Appendix. CARE t o install the gasket properly.

Install n e w h e a d g a s k e t s on t h e cylinder at a time,- making a b o u t t h r e e rounds. O n

block. ALWAYS use m a r i n e h e a d g a s k e t s t o t h e final round, t i g h t e n e a c h b o l t in t h e
m i n i m i z e s a l t w a t e r corrosion. Dowels in s a m e s e q u e n c e t o t h e t o r q u e value given in
t h e block will hold t h e g a s k e t s in position. t h e S p e c i f i c a t i o n s in t h e Appendix. BEAR
USE C A R E when handling t h e g a s k e t s t o IN MIND, uneven t i g h t e n i n g of t h e h e a d
p r e v e n t kinking o r d a m a g i n g t h e surfaces. b o l t s c a n d i s t o r t t h e cylinder bores, causing
DO N O T use a n y sealing compound on head c o m p r e s s i o n loss a n d e x c e s s i v e oil consump-
gaskets, because they a r e coated with a tion.
special l a c q u e r t o provide a good s e a l , o n c e Install t h e e x h a u s t manifold t o e a c h cyl-
t h e p a r t s have warmed t o operating temper- inder head, see S e c t i o n 3-15. T i g h t e n t h e
ature. b o l t s t o t h e t o r q u e value given in t h e Speci-
C l e a n t h e g a s k e t s u r f a c e of t h e cylinder f i c a t i o n s in t h e Appendix. Install t h e ex-
h e a d s a n d c a r e f u l l y set e a c h in p l a c e on t h e h a u s t hoses t o t h e e x h a u s t housing.
e n g i n e block, w i t h t h e holes in t h e h e a d s
indexed o v e r t h e dowel pins in t h e block. R O C K E R ARM-AND-SHAFT ASSEMBLY
C l e a n and c o a t t h e head bolts w i t h s e a l e r . INSTALLATION
Install t h e bolts as shown. T i g h t e n t h e h e a d
bolts in t h e s e q u e n c e shown, b u t only a l i t t l e Install t h e push rods through t h e cylinder
h e a d openings. C l e a n t h e base of t h e r o c k e r
a r m s h a f t b r a c k e t s and e a c h b r a c k e t boss on
t h e cylinder head. C h e c k t o b e s u r e t h e
n o t c h on t h e e n d of t h e r o c k e r a r m s h a f t f o r
t h e right side is facing forward and t h e
notch for t h e l e f t side is facing aft.
Tilt t h e r o c k e r a r m s t o w a r d t h e push
r o d s and c a r e f u l l y position t h e t o p of e a c h
push rod in i t s r o c k e r a r m seat. Pull t h e
r o c k e r arm- and- shaft assembly down by
t i g h t e n i n g t h e b r a c k e t bolts a l i t t l e a t a
t i m e . Finally, t i g h t e n t h e b r a c k e t b o l t s t o
t h e t o r q u e value given in t h e S p e c i f i c a t i o n s
in t h e Appendix.
Install t h e r o c k e r a r m c o v e r and g a s k e t .
C n t h e r i g h t side, c o n n e c t t h e positive
crankcase ventilation s y s t e v . Connect t h e
s p a r k p l u ~wires a n d set t h e w i r e r e t a i n e r s
ir, position on t h e b r a c k e t s .
Installation o f the front seal on the rail o f the
Install t h e i n t a k e manifold; see 3 e c t i o n
cylinder block. 3- 16.
3-46 ENGINE SERVICE © pdfmanualpublisher.com 2005

R e p l a c e t h e w a t e r hoses t o t h e t h e r m o -
stat housing. T h e TOP hose f r o m t h e ex-
h a u s t nipple hose i s c o n n e c t e d t o t h e
BOTTOM nipple on t h e t h e r m o s t a t housing.
Install t h e l a r g e hose f r o m t h e t h e r m o s t a t
housing t o t h e e n g i n e w a t e r pump.
C l o s e t h e w a t e r drain valves.
S t a r t t h e e n g i n e and c h e c k f o r leaks.
CAUTION: Water must circulate through
the lower unit to the engine any time the en-
gine is run to prevent damage to the water
pump in the lower unit. Just five seconds
without water will damage the water pump.
3-18 PISTON AND ROD SERVICE
This s e c t i o n provides d e t a i l e d p r o c e d u r e s
f o r removing, disassembling, cleaning, in-
s p e c t i n g , assembling, a n d installing t h e
c o m p l e t e piston- rod assembly. All p a r t s
MUST b e k e p t t o g e t h e r b e c a u s e if t h e old
pistons a r e s e r v i c e a b l e , t h e y MUST b e
installed on t h e rods f r o m which t h e y w e r e
removed and installed i n t h e s a m e bore.
The rod bolt threads must always be covered with a
REMOVAL piece of rubber hose to prevent damage to the bearing
surface by the rod threads scraping as the piston
R e m o v e t h e engine; see S e c t i o n 3-12. assembly is removed.
R e m o v e t h e cylinder heads; see S e c t i o n
3-17. Identify e a c h piston, c o n n e c t i n g rod, a n d
R e m o v e t h e oil pan; see S e c t i o n 3-13. c a p w i t h a quick drying paint o r silver pencil
If a shoulder o r ridge e x i s t s in t h e cyl- t o e n s u r e e a c h p a r t will b e r e p l a c e d i n t h e
inder bores a b o v e t h e ring t r a v e l , t h e y m u s t e x a c t position f r o m which i t w a s removed.
b e r e m o v e d w i t h a ridge r e a m e r o r t h e rings Beginning at t h e f o r w a r d e n d of t h e crank-
m a y be d a m a g e d o r t h e ring lands c r a c k e d case, t h e cylinders in t h e p o r t bank a r e
during removal. n u m b e r e d 1-3-5, and i n t h e s t a r b o a r d b a n k
3ef o r e u s i w t h e r e a n e r , t u r n t h e cr8nk- 2-4-4.
s h a f t until t h e piston is at t h e b o t t o m of i t s R e m o v e t h e c a p a n d bearing shell f r o m
s t r o k e , e n 6 t h e n p l a c e a c l o t h on t o p s f t h e No. 1 c o n n e c t i n g rod, t h e n i n s t a l l a con-
is ton to c o l l e c t t h e cuttings. A f t e r t h e n e c t i n g rod bolt guide hose on t h e bolts t o
r i d e e is removed, t u r c t h e c r a n k s h a f t until hold t h e upper half of t h e b e a r i n g shell in
t h e pistcn is at t h e t c p of i t s s t r o k e t o place. Push t h e piston and rod assembly up
r e m o v e t h e c l r t h end c u t t i n ~ s . a n d o u t of t h e cylinder. I t will b e n e c e s s a r y

RIGHT
OIL SPURT HOLE UP LEFT

NOTCH ON PISTON
FORWARD
Arrangement of piston and rod assembly parts for Arrangement of piston and rod assembly parts for
the port bank of a V 6 engine. the starboard bank of a V 6 engine.

© pdfmanualpublisher.com 2005
t o turn t h e crankshaft slightly t o disconnect
s o m e of t h e connecting rod and piston
assemblies and t o push them o u t of their
cylinders. Remove t h e guides and install
t h e bearing shells and c a p on t h e rod.
Continue in a similar manner until all of
t h e piston and rod assemblies have been
removed, partially reassembled t o keep t h e
p a r t s matched, and t h e assemblies hung o r
placed in order.
CLEANING AND INSPECTING
If t h e engine has over 750 hours of
service, o r if t h e piston and rod assembly
h a s been removed, i t i s considered good shop
p r a c t i c e t o replace t h e piston pins. Loose
piston pins, coupled with tight rings, will
c a u s e piston pin noises. These noises may
disappear a s t h e engine loosens, but s t r a n g e
noises a r e difficult t o explain t o a customer
who has just paid t h e bill.
Most mechanics have t h e piston pin work
done by a machine shop with t h e necessary
equipment and trained people t o perform a
precision job. If done in t h e machine shop,
Cylinder wall taper and wear measured with a bore
gauge indicator.
GMC V6 3-47
t h e connecting rods will b e aligned so t h e
pistons and rings will run t r u e with t h e
cylinder walls.
CYLINDER BORES
Inspect t h e cylinder walls for scoring,,
roughness, or ridges which indicate exces-
sive wear. Check t h e cylinder gauge at t h e
top, middle, and bottom of t h e bore, both
parallel and at right angles t o t h e centerline
of t h e engine.
A cylinder bore which is t a p e r e d 0.005"
or m o r e , or is out-of-round 0.003" or more,
must be reconditioned.
ROD BOLTS AND NUTS
Check the rod bolts and nuts f o r d e f e c t s
in t h e threads. Inspect t h e inside of t h e rod
bearinp bore for evidence of galling, which
indicates t h e insert is loose enough t o move
around. Check t h e partinq cheeks t o be s u r e
t h e c a p or rod has not been filed. R e p l a c e
a n y d e f e c t i v e rods.
Using a micrometer to check the amount of piston
wear.
3-48 ENGINE SERVICE © pdfmanualpublisher.com 2005

PISTONS AND PINS wear by measuring t h e worn and unworn

surfaces. Rough or worn pins MUST b e
Remove the compression rings with a n replaced. Test t h e f i t of each pin with i t s
expander. Remove t h e oil ring by removing piston boss. If t h e boss is worn out-of-round
t h e two rails and the spacer- expander, or is oversize, t h e piston and pin assembly
which a r e separate pieces in each piston's MUST be replaced. NEVER a t t e m p t t o use
third groove. a n oversize pin because t h e pin is a press-fit
Use a cleaning solvent t o remove t h e in the connecting rod. An easy finger push
varnish from t h e piston skirts and pins. f i t at 7 0 ' ~ is all t h a t should be required t o
NEVER use a wire-brush on any part of t h e insert t h e pin i n t o t h e piston. Such a f i t
piston. Clean t h e ring grooves with a should allow 0.0003" t o 0.0003'' clearance.
groove cleaner and make sure t h e oil ring
holes and slots a r e clean. Inspect t h e
RINGS
pistons for cracked ring lands, skirts, or pin
bosses; wavy or worn ring lands; scuffed or The glazed cylinder walls should be
damaged skirts; and eroded a r e a s at t h e t o p slightly dulled without increasing t h e bore
of t h e pistons.
diameter, if new piston rings a r e t o be
Replace any piston t h a t is damaged or
installed. This glazing is best accomplished
shows signs of excessive wear. Inspect t h e
using t h e finest grade of stones of a cylinder
grooves for nicks or burrs t h a t might cause
hone. The-cylinder bores and piston grooves
t h e rings t o hang-up. Measure t h e piston
must be clean, dry, and f r e e of any carbon
skirt (across t h e centerline of t h e piston pin)
deposits or burrs. New piston rings must be
and check t h e clearance in t h e cylinder checked for clearance in t h e piston grooves
bore. The clearance should not be greater
and for end g a p in t h e cylinder bores. The
than 0.0025".
oil rings a r e flexible and do not need t o be
The pistons a r e cam-ground, which
checked for end gap.
means t h e diameter at a right angle t o t h e
To check t h e end gap of compression
piston pin is more than t h e diameter parallel
rings, f i r s t place each ring in t h e cylinder
t o t h e piston pin. When a piston is checked
for size, i t must be measured with microm- into which i t will be used. Next, square t h e
e t e r s applied t o t h e skirt at points 90' t o ring in t h e bore using t h e upper end of a
piston. Now measure t h e gap with a feeler
t h e piston pin. The piston should be measur-
e d for fitting purposes 1/4" below t h e gauge. Piston rings should have a t least a
0.010" end gap when measured in t h e cyl-
bottom of t h e oil ring groove.
inder bore. If t h e gap is less then 0.010",
Inspect t h e piston pin bores and piston
t h e ends of t h e ring can be filed carefully
pins for wear. Piston pin bores and piston
with a fine file until t h e proper gap is
pins must be f r e e of varnish or scuffing
reached. -
when being measured with a dial bore gauge
or a n inside micrometer. If t h e clearance is
greater than 0.0001", t h e piston and/or
piston pin should be replaced.
Inspect t h e bearing surfaces of t h e
piston pins. Use a micrometer t o check for

GROOVED
-SD
IE DOWN

COMPRESSION RINGS-4
/

OIL R I N G 7

EXPANDER
RAIL
SPACER

Proper arrangement o f piston rings. Checking piston ring side clearance.


© pdfmanualpublisher.com 2005
A f t e r t h e rings a r e installed on t h e
piston, t h e clearance in t h e grooves needs t o
be checked with a f e e l e r gauge. The recorn-
mended c l e a r a n c e between t h e ring and t h e
upper land is 0.006". Ring wear f o r m s a
s t e p at t h e inner portion of t h e upper land.
If t h e piston grooves have worn t o t h e
e x t e n t t o c a u s e high s t e p s on t h e upper land,
t h e s t e p will i n t e r f e r e with t h e operation of
new rings and t h e ring c l e a r a n c e will be t o o
much. Therefore, if s t e p s exist in any of
t h e upper lands t h e piston should be replac-
ed.
New compression rings on new pistons
should have a side clearance of 0.003" t o
0.005". The oil ring should have a side
c l e a r a n c e of 0.0035" t o 0.0095".
PISTON ASSEMBLING
S e t up Tool BT-6408 and Adapter BT-
6408-4, a s shown. The piston and rod
assembly m u s t b e mated a s shown for right
and l e f t bank rods. The notch in t h e piston
MUST f a c e forward for t h e right bank cyl-
inders, and f a c e a f t for t h e l e f t bank cylin-
ders.
Assemble t h e piston and rod on t h e
spring-loaded guide pin. Lubricate t h e
piston pin t o avoid damage when i t is press-
Using a micrometer to check the amount o f piston
wear.
GMC V6 3-49
e d through t h e connecting rod. Install t h e
drive pin in t h e upper e n d of t h e piston pin.
Press on t h e drive pin until t h e piston pin
bottoms. Remove t h e piston and rod
assembly from t h e press.
R o t a t e t h e piston on t h e pin t o be s u r e
t h e pin was not damaged during t h e pressing
operation.
Install t h e piston rings as shown. Posi-
tion t h e expander ends o v e r t h e piston pin.
Install t h e oil ring rail spacer and oil ring
rails. Position t h e gaps in t h e rails on t h e
s a m e side of t h e piston a s t h e oil split hole
in t h e connecting rod. Install t h e
compression rings in t h e upper t w o grooves.
If a single chrome plated compression ring is
used, i t MUST be installed in t h e TOP
groove. All compression rings a r e m a r k e d
with a dimple, a l e t t e r "T" a l e t t e r "O", o r
t Re word TOP t o identify t h e side of t h e ring
which must bk assembled toward t h e t o p of
t h e piston.
A f t e r you a r e satisfied t h e cylinder
bores, pistons, connecting rod bearings, a n d
crankshaft journals a r e a s clean a s possible,
then c o a t all of t h e bearing surfaces with
engine oil. Position t h e crankpin s t r a i g h t
down. Remove t h e connecting rod c a p a n d
with t h e bearing upper shell s e a t e d in t h e
An arbor press and a special tool should be used t o
remove pressed-in piston pins.
3-50 ENGINE SERVICE
© pdfmanualpublisher.com 2005

boss) will b e toward t h e o t h e r connecting

rod on t h e s a m e crankpin. Check t h e end
c l e a r a n c e b e t w e e n t h e connecting rods on
e a c h crankpin. The c l e a r a n c e should b e
between 0.005" and 0.012".
Install t h e oil pan; s e e Section 3-13.
Install t h e cylinder heads; s e e Section 3-
17.
Install t h e engine; s e e Section 3-12.
Fill t h e crankcase with t h e proper
weight oil. Close t h e w a t e r drain valves.
S t a r t t h e engine, run i t at reduced speed
f o r t h e f i r s t hour, and check f o r leaks.

CAUTION: Water must circulate through

the lower unit to the engine any time the en-
gine is run to prevent damage to the water
Installation of a well-lubricated piston and ring pump in the lower unit. Just five seconds
assembly into its proper cylinder. The rings should without water will damage the water pump.
ALWAYS be compressed with a ring clamp t o prevent
breaking a ring while pushing the piston into the cylin-
der. NEVER hammer on the piston head, because a ring
may have popped out of its groove and be broken. PLACE PLASTIGAGE FULL WIDTH
OF JOURNAL ABOUT
rod, install t h e connecting rod guides t o hold '/4 INCH OFF CENTER
t h e upper bearing shell in place and prevent
d a m a g e t o t h e crankpin.
R o t a t e t h e oil ring rails until t h e gap is
toward t h e c e n t e r of t h e engine. R o t a t e t h e
compression rings until t h e gaps a r e NOT in
line with e a c h o t h e r and NOT in line with
t h e gaps in t h e oil ring rails. Make s u r e t h e
ends of t h e oil ring spacer- expander a r e n o t
lapped over, but just b u t t together.
C o a t t h e piston and rings with engine oil, INSTALLING PLASTIGAGE
and then install t h e assembly in t h e proper
numbered cylinder bore by compressing t h e
rings with a ring compressor. Use t h e
wooden end of a hammer handle t o push t h e CHECK WIDTH OF PLASTIGAGE
piston down into t h e cylinder. NEVER ham-
m e r on t h e piston in a n a t t e m p t t o g e t i t / 0.002" CLEARANCE
into t h e cylinder because a ring may be
caught and you could snap it. Install t h e c a p
with a new lower bearing shell and tighten
both n u t s t o t h e torque value given in t h e
Specifications in t h e Appendix.
Install t h e o t h e r piston assemblies in a
similar manner paying particular a t t e n t i o n
t o install e a c h used piston assembly i n t o t h e
s a m e cylinder f r o m which i t was removed.
A f t e r all piston and rod assemblies a r e MEASURING PLASTIGAGE
properly installed and t h e bearing c a p nuts
have been tightened t o t h e proper torque
value, c h e c k t o be sure t h e oil spit holes in
t h e connecting rods a r e f a c i n g t h e c a m - After the connecting rod cap has been properly
s h a f t , and t h e edge of t h e rod c a p is on t h e tightened, and then removed, the flattened Plastigage
can be compared with the scale on the side of the
s a m e side a s t h e conical boss on t h e con- package and the amount of clearance accurately deter-
necting rod web. These marks (the rib and mined.

© pdfmanualpublisher.com 2005
3-19 CAMSHAFT SERVICE
If t h e engine is t o perform properly, t h e
valves must open and close at a predeter-
mined precise moment. On t h e power
stroke, t h e exhaust valve must open just
before bottom dead c e n t e r in order t o per-
m i t t h e exhaust gases t o l e a v e t h e combus-
tion chamber under t h e remaining pressure
(blowdown). On t h e exhaust stroke, t h e
intake valve must open just before t o p dead
c e n t e r in order t o permit t h e air-fuel mix-
t u r e t o e n t e r t h e combustion chamber.
Valve movement is a function of t h e cam-
s h a f t design and t h e valve timing. There-
fore, excessive wear of any c a m s h a f t p a r t
will a f f e c t engine performance.
CAMSHAFT REMOVAL
Drain t h e w a t e r from t h e block by open-
ing all of t h e drain valves.
Remove t h e intake manifold; s e e Sec-
tion 3-16.
Remove t h e timing gear cover and chain;
s e e Section 3-22.
Pull t h e spark plug wires from t h e brack-
e t s on t h e rocker a r m covers. Remove t h e
spark plug wires from t h e spark plugs.
Remove t h e four screws securing e a c h
valve cover t o t h e heads, and then remove
t h e covers.
Remove t h e t h r e e bolts holding e a c h
rocker a r m , and then remove t h e rocker
a r m s from t h e heads. BE SURE t o identify
t h e rocker a r m s t o ensure they will be
installed on t h e s a m e side f r o m which they
w e r e removed.
S e t up s o m e kind of system t o hold t h e
push rods, and then remove e a c h one in
order so they will be installed back in t h e
identical hole from which they w e r e re-
moved. Remove t h e l i f t e r s and keep them
in order similar t o t h e push rods.
MUST be installed into t h e hole from which
i t was removed.
Pull t h e c a m s h a f t s t r a i g h t forward o u t
of t h e block. Use UTMOST CARE not t o
damage t h e bearing s u r f a c e s in any way.
T A K E CARE when handling the camshaft not t o damage the cams or the bearings in the block.
GMC V6 3-51
CLEANING
Clean t h e c a m s h a f t with solvent and
wipe t h e journals dry with a lint- free cloth.
ALWAYS handle t h e s h a f t CAREFULLY t o
avoid damaging t h e highly finished journal
surfaces. Blow o u t all of t h e oil passages
with c ~ m p r e s s e dair.
Clean t h e gasket surfaces on t h e block
and crankcase f r o n t cover. C h e c k t h e diam-
e t e r of t h e t h r e e c a m s h a f t bearings with a
microm e t e r f o r out-of -round condition,
t a p e r , and wear. Check your findings with
t h e Specifications in t h e Appendix. If a n y
of t h e limits listed is exceeded, t h e cam-
s h a f t MUST be reground t o an undersize, and
undersized bearing inserts must be installed.
Check t h e c a m s h a f t f o r alignment. This
is best done usinq "V" blocks and a dial
indicator. - The dial indicator will i n d i c a t e
t h e e x a c t amount the c a m s h a f t is o u t of
true. If i t is o u t m o r e t h a n 0.002" dial
indicator reading, t h e c a m s h a f t should be
replaced. When using t h e dial indicator in
this manner t h e high reading indicates t h e
high point of t h e shaft. Examine t h e cam-
s h a f t bearings and if any one bearing needs
t o b e re p laced, ALL THREE should be
replaced.
CAMSHAFT BEARING REMOVAL
Removal and replacement of t h e cam-
s h a f t bearings should be perf orrned by quali-
fied mechanics in a shop equipped t o handle
such work. Eowever, In most cases t h e
block bores f o r t h e bearings can be bored t o
a larger s i z e and oversize bearings installed.
BE SURE t o check with your local m a r i n e
dealer for available oversize bearings.
CAMSHAFT INSTALLATION
C o a t t h e c a m lobes with Kolykote or
Each e q u i n l e n t , and then add t h e remainder i n
t h e can t o t h e crankcase oil. Install t h e
c a m s h a f t assembly i n t o t h e engine block.
TAKE CARE t o move_ t h e s h a f t s t r a i g h t into
t h e block and not t o darnape t h e bearings o r
cams.
3-52 ENGINE SERVICE © pdfmanualpublisher.com 2005

Install t h e timing gear, timing chain, and CLEANING

cover; see Section 3-22. Clean t h e c r a n k s h a f t with solvent and
Replace t h e intake manifold; s e e Sec- wipe t h e journals dry with a lint- free cloth.
tion 3-16. ALWAYS handle t h e s h a f t carefully t o avoid
Install t h e engine; see Section 3-12. damaging t h e highly finished journal sur-
Close all of t h e w a t e r drain valves. faces. Blow o u t all of t h e oil passages with
S t a r t t h e engine and check f o r leaks. compressed air. Oil passageways lead f r o m
CAUTION: Water must circulate through t h e rod t o t h e main bearing journal. TAKE
the lower unit to the engine any time the en- CARE n o t t o blow d i r t i n t o t h e main bearing
gine is run to prevent damage to the water journal bore.
pump in the lower unit. Just five seconds Measure t h e d i a m e t e r of e a c h journal a t
without water will damage the water pump. four places t o d e t e r m i n e t h e out-of-round,
t a p e r , and wear. The out-of-round limit is
3-20 CRANKSHAFT 0.001"; t h e t a p e r must n o t e x c e e d 0.001";
Service work a f f e c t i n g t h e c r a n k s h a f t or and t h e wear limit i s 0.0035". If any of
t h e c r a n k s h a f t bearings may also a f f e c t t h e t h e s e l i m i t s is exceeded, t h e c r a n k s h a f t
connecting rod bearings. Therefore, i t is must be reground t o a n undersize, and
highly recommended t h a t t h e rod bearings undersized bearing inserts must be installed.
be carefully inspected a s they a r e removed; While checking t h e runout at e a c h jour-
see Section 3-18. nal, TAKE-TIME t o n o t e t h e relation of
If t h e crankpins a r e worn t o t h e e x t e n t "high" s p o t (or maximum e c c e n t r i c i t y ) on
t h a t t h e c r a n k s h a f t should be replaced o r e a c h journal t o t h e others. "High" spots on
reground, then this work should be done in a all journals should c o m e at t h e s a m e angular
qualified shop. Attempting t o s a v e t i m e and location. If t h e "high" spots d o not a p p e a r
money by merely replacing t h e c r a n k s h a f t to be in t h e s a m e angular locations, t h e
bearings will not give s a t i s f a c t o r y results o r c r a n k s h a f t h a s a "crook" o r "dogleg" in i t ,
performance. making i t unsatisfactory f o r service.
REMOVAL
Drain t h e w a t e r f r o m t h e block by open-
ing all of t h e drain valves.
R e m o v e t h e engine; s e e Section 3-12.
R e m o v e t h e oil pan; s e e Section 3-13.
R e m o v e t h e timing gears; s e e Section 3-
22.
Remove t h e flywheel.
R e m o v e e a c h rod bearing c a p , clean and
inspect t h e lower bearing shell, and identify
i t plainly t o ensure i t will be installed on t h e
s a m e rod f r o m which i t was removed. In-
s p e c t e a c h rod bearing journal surface. If
t h e journal s u r f a c e is scored or ridged, t h e
crankshaft must be replaced o r reground t o
ensure s a t i s f a c t o r y performance with new
bearings. A slight roughness may be polish-
e d o u t with fine- grit polishing c l o t h
thoroughly wet- ted with engine oil. Burrs
may be honed off with a f i n e stone.
R e m o v e and identify t h e bearing c a p s of
t h e c r a n k s h a f t bearings. Inspect t h e c a p s
and journals f o r signs of excessive wear.
Remove t h e crankshaft from t h e block and
support i t on "V" blocks a t t h e No. 1 and No.
4 main bearing journals. Use a dial indica-
t o r t o c h e c k t h e runout a t t h e No. 2 and No.
3 main bearing journals. T o t a l indicator
readings at e a c h journal should not e x c e e d
0.003". Installation of the main bearing rear seal.
 © pdfmanualpublisher.com 2005
GMC V6 3-53

BEFORE INSTALLATION
PLACE PLASTIGAGE FULL WIDTH
TAKE TIME t o r e a d t h e good words in OF JOURNAL ABOUT
the next f e w paragraphs before starting t h e ?A INCH OFF CENTER
c r a n k s h a f t installation work. Many of t h e
f a c t s given, you probably a l r e a d y know,
o t h e r s m a y be new, a n d a l l of t h e informa-
tion will a s s i s t you in c o m p l e t i n g t h e work
in t h e s h o r t e s t t i m e a n d w i t h a s s u r a n c e of
satisfactory engine performance a f t e r t h e
work i s c o m p l e t e d .
A c r a n k s h a f t bearing c o n s i s t s of t w o
halves. T h e s e halves a r e NOT a l i k e a n d a r e
NOT i n t e r c h a n g e a b l e in t h e c a p and crank- INSTALLlNG PLASTIGAGE
case. T h e upper ( c r a n k c a s e ) half of t h e
b e a r i n g i s grooved t o supply oil t o t h e
c o n n e c t i n g rod bearings while t h e l o w e r
(bearing c a p ) half of t h e shell is n o t groov-
ed. T h e t w o b e a r i n g halves MUST n o t b e CHECK- WIDTH OF PLASTIGAGE
interchanged. All c r a n k s h a f t bearings, -
e x c e p t t h e No. 2 t h r u s t b e a r i n g a n d t h e r e a r 1 0.002" CLEARANCE
m a i n bearing a r e identical.
T h e t h r u s t b e a r i n g i s longer and f l a n g e d
t o t a k e e n d thrust. When t h e shells a r e
placed in t h e c r a n k c a s e and bearing c a p , t h e
e n d s e x t e n d slightly beyond t h e p a r t i n g sur-
faces. T h e reason f o r t h e m t o e x t e n d
slightly in t h i s m a n n e r is t o e n s u r e positive
s e a t i n g a n d t o p r e v e n t turning when t h e c a p
bolts a r e tightened. T h e e n d s of t h e shells
m u s t NEVER b e f i l e d flush w i t h t h e p a r t i n g MEASURING PLASTIGAGE
s u r f a c e of t h e c r a n k c a s e o r b e a r i n g c a p .
If t h e t h r u s t b e a r i n g shell is disturbed o r
r e p l a c e d , i t i s n e c e s s a r y t o line-up t h e After the connecting rod cap has been properly
t h r u s t s u r f a c e s of t h e bearing shell BEFORE tightened, and then removed, the flattened Plastigage
t h e c a p bolts a r e tightened. T o align t h e can be compared with the scale on the side of the
t h r u s t s u r f a c e s , t i g h t e n t h e bearing c a p package and the amount of clearance accurately deter-
mined.

OVERLAY WIPED OUT

SCRA~CHES INTO BEARING MATERIAL
SCRATCHED BY DIRT LACK O F O I L IMPROPER SEATING

I
I 1

FATIGUE FAILURE

Examples of various wear patterns on bearing halves, including possible reasons for the condition.
 © pdfmanualpublisher.com 2005

bolts just finger tight, then move t h e crank- PLACE Pfostigage FULL WIDTH OF
JOURNAL ABOUT 5/4 INCH
s h a f t f o r e and a f t t h e limit of i t s travel OFF CENfER CHECK WIDTH OF Plastigage
several times. Make t h e last movement
forward.
Crankshaft bearings a r e of t h e precision
type which do not require reaming t o size o r
other fitting. Shims a r e not provided for
adjustment since worn bearings a r e readily
replaced with new bearings of t h e proper
size. Bearings for service replacement a r e
furnished in standard size and undersizes.
NEVER file a bearing c a p t o adjust for wear
in old bearings.

INSTALLATION

Install t h e upper half of each bearing in f

i t s proper location. Carefully lower t h e
crankshaft into position in t h e bearing
halves on t h e block. Plastigage is soluble in
oil, therefore, clean t h e crankshaft journal
thoroughly of all t r a c e s of oil, and then turn
t h e crankshaft until t h e oil hole is up t o
avoid dripping oil on t h e Plastigage. When-
ever you turn t h e crankshaft with t h e rear
bearing c a p removed, hold t h e oil seal t o
prevent i t from rotating out of position in
t h e crankcase. Place paper shims in t h e
upper half of adjacent bearings and tighten
t h e c a p bolts t o t a k e t h e weight off of t h e
shell of t h e bearing being checked.
INSTALLING Plastigoge
After the connecting rod cap has been properly
tightened, and then removed, the flattened Plastigage
can be compared with the scale on the side of the
package and the amount of clearance accurately deter-
mined.
Place a piece of Plastigage lengthwise
along t h e bottom center of t h e lower bear-
ing shell, and then install t h e c a p with t h e
shell and tighten t h e bolt nuts t o a torque
value given in t h e Specifications in t h e
Appendix.

re
/I
PRY FORWARD
-
THRUST BEARING
/
HOLD

FORWARD
PRY CAP

THRUST
BEARING
1)
11
HOLD CRANKSHAFT
FORWARD

PRY CRANKSHAFT FORWARD PRY CAP BACKWARD

The thrust bearing MUST be aligned properly before it is tightened. Alignment is accomplished by first prying the
crankrhaft forward, then prying the main bearing cap backward, and finally tightening the bolts to the torque value
given in the Specifications in the Appendix.

© pdfmanualpublisher.com 2005
Remove t h e bearing c a p and measure t h e
f l a t t e n e d Plastigage at i t s widest point
using t h e s c a l e printed on t h e Plastigage
envelope. The number within t h e graduation
which most closely corresponds t o t h e width
of t h e Plastigage indicates t h e bearing
c l e a r a n c e in thousandths of an inch.
Compare t h e bearing clearance against
t h e Specifications in t h e Appendix. If t h e
bearing clearance exceeds t h e specifica-
tions, i t is advisable t o install a new bear-
ing. However, if t h e bearing is in good
condition and is not being checked because
of bearing noise, i t is not necessary t o
replace t h e bearing, After doing t h e Plasti-
gage check, install t h e bearing c a p again
and tighten t h e c a p bolts t o t h e t o r q u e value
given in t h e Specifications in t h e Appendix,
then loosen i t 1/2 turn.
Continue making t h e Piasti- age test at
e a c h bearing. When all bearings have been
installed and t e s t e d , tighten t h e c a p bolts
again t o t h e required torque value.
Install t h e flywheel.
Install t h e rod caps; see Section 3-18.
Install t h e oil pap; s e e Section 3- 13.
Install t h e timing gear and cover; s e e
Section 3-22.
Install t h e engine; s e e Section 3-1 2.
Fill t h e crankcase with t h e proper
weight oil. Close all water drain valves.
S t a r t t h e engine and check f o r leaks.
CAUTION: water must circulate through
the lower unit to the engine any time the en-
gine is run to prevent damage to the water
pump in the lower unit. Just five seconds
without water will damage the water pump.
3-21 MAIN BEARINGS
A crankshaft bearing consists of two
halves. These halves a r e NOT alike and a r e
NOT interchangeable in t h e c a p and crank-
case. The upper (crankcase) half of t h e
bearing is grooved t o supply oil t o t h e
connecting rod bearings while t h e lower
(bearing cap) half of t h e shell is not
grooved. The t w o bearing halves MUST n o t
be interchanged. All crankshaft bearings,
INSTALLATION
e x c e p t t h e No. 2 thrust bearing and t h e r e a r
main bearing a r e identical.
The thrust bearing is longer and flanged
t o t a k e end thrust. When t h e shells a r e
placed in t h e crankcase and bearing cap, t h e
ends extend slightly beyond t h e parting sur-
faces. The reason f o r them t o extend
slightly in this manner is t o ensure positive
GMC V6 3-55
seating and t o prevent turning when t h e c a p
bolts a r e tightened. The ends of t h e shells
must NEVER be filed flush with t h e parting
s u r f a c e of t h e crankcase o r bearing cap.
REMOVAL
Drain t h e w a t e r from t h e block by open-
ing all drain valves.
Remove t h e engine; s e e Section 3-12.
Remove t h e oil pan; see Section 3-13.
Remove t h e oil pump pipe, and oil
screen; see Section 3-14.
Remove one main bearing cap. Clean
and inspect t h e lower bearing shell and t h e
c r a n k s h a f t journal. If t h e journal s u r f a c e i s
scored or ridged, t h e crankshaft must be
replaced. Slight roughness c a n be polished
o u t with fine- grit polishing cloth thoroughly
w e t t e d with engine oil. Burrs c a n be honed
off with a fine stone.
If t h e lower bearing shell and crankshaft
journal a r e in satisfactory condition, c h e c k
t h e bearing c l e a r a n c e with Plastigage, and
t h e n c o m p a r e t h e measurement with t h e
limits given in t h e Specifications in t h e
Appendix.
To m a k e t h e Plastigage t e s t , f i r s t turn
t h e crankshaft until t h e oil hole is up t o
prevent oil f r a m dripping on t h e Pbastigage
which is oil soluble. Clean all t h e oil
possible from t h e bearing journal with a
lint-f r e e cloth. Place a piece of P l e s t i p p e
lengthwise along t h e bottom c e n t e r of t h e
lower besring shell. Install t h e c a p with t h e
shell and then tighten t h e bolt nuts t o t h e
torque value given in t h e Specifications i n
t h e Appendix.
Remove t h e bearing c a p and measure t h e
f l a t t e n e d Plastigaqe at i t s point
using t h e scale printed on t h e Plastiqage
envelope. The number within t h e graduation
which most closely corresponds t o t h e width
of t h e Plastigage indicates t h e bearine
c l e a r a n c e In thousandths of an inch. If t h e
c l e a r a n c e exceeds t h e limits eiven i n t h e
Specifications, t h e n t h e bearinp should be
replaced. -
To replace t h e main bearing inserts, f i r s t
loosen all of t h e c r a n k s h a f t bearing c a p n u t s
112 turn, and then remove t h e c a p of t h e
bearing t o be replaced. Remove t h e upper
bearing shell.
Before installing new bearing shells,
clean t h e crankshaft journal and t h e bearing
 3-56 ENGINE SERVICE
© pdfmanualpublisher.com 2005
seats in t h e crankcase. C o a t t h e inside
s u r f a c e of t h e upper b e a r i n g shell w i t h
e n g i n e oil a n d p l a c e t h e shell a g a i n s t t h e
c r a n k s h a f t journal s o t h e t a n g on t h e shell
will e n g a g e t h e n o t c h in t h e c r a n k c a s e when
t h e shell i s r o t a t e d i n t o position.
REMEMBER, t h e upper bearing shells
have a n oil g r o o v e i n t h e c e n t e r , while t h e
lower shells do not h a v e a groove. T h e
s h e l l s MUST N O T b e interchanged. R o t a t e
t h e b e a r i n g shell i n t o place.
P l a c e t h e lower bearlng shell In t h e
bearing cap, and then check t h e clearance
w i t h P l a s t i g a g e as described e a r l i e r in t h i s
Section. T h e r e c o m m e n d e d c l e a r a n c e w i t h
a new bearing is 0.0005" t o 0.0025". If this
c l e a r a n c e c a n n o t be o b t a i n e d w i t h a s t a n -
d a r d s i z e bearing, i n s e r t a n undersize bear-
ing a n d c h e c k t h e c l e a r a n c e . NOTICE, e a c h
undersize shell h a s a n u m b e r s t a m p e d on t h e
o u t e r s u r f a c e on o r n e a r t h e t a n g t o i n d i c a t e
t h e a m o u n t of undersize.
A f t e r t h e proper s i z e bearing h a s b e e n
s e l e c t e d , c l e a n o u t a l l of t h e Plastigage, oil
t h e lower shell, a n d t h e n install t h e bearing
c a p again. C l e a n t h e bolt holes a n d l u b e t h e
bolts. Tighten t h e c a p b o l t s t o t h e t o r q u e
value given in t h e S p e c i f i c a t i o n s in t h e
Appendix. T h e c r a n k s h a f t should t u r n f r e e l y
at t h e flywheel rim. A s m a l l a m o u n t of
d r a g i s a c c e p t a b l e if a n undersize bearing
h a s b e e n installed. Now loosen t h e c a p n u t s
112 t u r n a n d m o v e on t o t h e n e x t b e a r i n g
a n d r e p e a t t h e p r o c e d u r e until a l l of t h e
bearings h a v e been installed, t e s t e d w i t h t h e
Plastigage, a n d t h e c a p s reinstalled.
Tighten a l l of t h e c a p n u t s a g a i n t o t h e
required t o r q u e value. If t h e t h r u s t b e a r i n g
shell h a s b e e n replaced, i t is n e c e s s a r y t o
line u p t h e t h r u s t s u r f a c e s of t h e b e a r i n g
shell b e f o r e t h e c a p bolts a r e t i g h t e n e d t h e
f i n a l t i m e . T o align t h e t h r u s t s u r f a c e s ,
m o v e t h e c r a n k s h a f t fore- and- aft s e v e r a l
t i m e s t o t h e l i m i t of i t s travel. Make t h e
f i n a l m o v e m e n t forward.
R E A R BEARING O I L S E A L
T h e r e a r b e a r i n g oil s e a l should b e re-
placed e v e r y t i m e t h e main bearings a r e
serviced. Braided f a b r i c s e a l s a r e pressed
i n t o grooves f o r m e d in t h e c r a n k c a s e and
r e a r b e a r i n g c a p t o t h e r e a r of t h e oil-
c o l l e c t i n g groove. Their purpose i s t o seal
a g a i n s t l e a k a g e of oil around t h e c r a n k s h a f t .
N e o p r e n e composition s e a l s a r e placed in
grooves in t h e s i d e s of t h e b e a r i n g c a p t o
s e a l a g a i n s t l e a k a g e in t h e joints b e t w e e n
t h e c a p and crankcase. The neoprene com-
position swells in t h e p r e s e n c e of oil a n d
h e a t . They a r e undersize when newly instal-
led and m a y e v e n l e a k f o r a s h o r t t i m e until
t h e y h a v e had t i m e t o swell a n d s e a l t h e
opening.
T h e only t i m e t h e braided f a b r i c s e a l c a n
b e installed i s when t h e c r a n k s h a f t i s
removed. However, t h e s e a l c a n be re-
p l a c e d in t h e c a p w h e n e v e r t h e c a p i s
removed.
REMOVAL A N D INSTALLATION
R e m o v e t h e old seal. C o a t a n e w s e a l
w i t h heavy e n g i n e oil. Position t h e lubri-
c a t e d s e a l - i n t h e groove, w i t h both e n d s
p r o j e c t i n g _ a b o v e t h e p a r t i n g s u r f a c e of t h e
c a p . U s e Tool 3-8753-1 t o f o r c e t h e s e a l
i n t o t h e groove. C o n t i n u e working t h e s e a l
until i t i s just a b o v e t h e groove, b u t n o t
m o r e t h a n 1/16'!. C u t t h e e n d s off flush
w i t h t h e s u r f a c e of t h e cap. Use a s h a r p
knife o r r a z o r blade t o e n s u r e a good c l e a n
cut.
T h e n e o p r e n e composition s e a l s a r e
longer t h a n t h e grooves in t h e bearing cap.
DO N O T c u t t h e s e a l s t o length. Prior t o
installing t h e s e a l , c o a t i t w i t h heavy e n g i n e
oil. Install t h e s e a l in t h e bearing c a p w i t h
t h e upper e n d protruding a b o u t 1/16".
Install t h e bearing c a p a n d t h e n f o r c e t h e
PLACE Plosfigoge FULL WIDTH OF
JOURNAL ABOUT '/4 INCH
OFF CENTER
\ CHECK WIDTH OF Plosfigoge
t
INSTALLING Plasfigoge
After the connecting rod cap has been properly
tightened, and then removed, the flattened Plastigage
can be compared with the scale on the side of the
package and the amount o f clearance accurately deter-
mined.
 © pdfmanualpublisher.com 2005
s e a l s u p i n t o t h e c a p w i t h a blunt tool. This
will e n s u r e a good s e a l at t h e upper p a r t i n g
line b e t w e e n t h e c a p a n d t h e case.
Install t h e oil s c r e e n and oil pan; see
S e c t i o n 3- 13.
Install t h e engine; see S e c t i o n 3-12.
Fill t h e c r a n k c a s e w i t h t h e p r o p e r
w e i g h t of oil. C l o s e a l l w a t e r drain valves.
S t a r t t h e engine, run i t at r e d u c e d s p e e d
f o r t h e f i r s t hour, a n d c h e c k f o r leaks.
CAUTION: Water must circulate through
the lower unit to the engine any time the en-
gine is run t o prevent damage t o the water
pump in the lower unit. Just five seconds
without water will damage the water pump.
3-22 TIMING CHAIN SERVICE
The c a m s h a f t is driven at half e n g i n e
s p e e d by a single-row chain and a s p r o c k e t
on t h e c r a n k s h a f t . T h e c h a i n is autonaat-
ically tensioned by t w o darnaers a s shown in
t h e accornpanyine illustration. Tirrine
chains a r e s u b j e c t t o s t r e t c h i n g a f t e r pro-
longed use, and t h e r e f o r e , r e a u i r e replace-
m e n t . A c c e s s t o t h e chain is gained by f i r s t
removing t h e cover.
TIMING CHAIN COVER REMOVAL
P s a i n t h e w a t e r f r o m t h e block by open-
in? a l l drain valves. C i s c o n n e c t t h e upper
hose at t h e w a t e r pun;^. E i s c o n n e c t t h e
l c w e r hose.
A special tool MUST be used to remove the harrnon-
ic balancer. A wheel puller will not do the job.
GMC V6 3-57
R e m o v e t h e c r a n k s h a f t pulley. F.emove
t h e h a r m o n i c balancer- to- crankshaft b o l t
and washer. Using t h e special tool, as
shown, pull off t h e h a r m o n i c balancer. Tap-
ping t h e b a l a n c e r w i t h a p l a s t i c m a l l e t m a y
help t o s t a r t i t off t h e c r a n k s h a f t .
Disconnect t h e fuel lines and remove t h e
f u e l pump. CAUTION: Be sure to plug the
fuel line to stop fuel from siphoning out of
the f u d tank.
R e m o v e t h e a l t e r n a t o r a n d brackets.
R e m o v e t h e d i s t r i b u t o r c a p a n d pull t h e
s p a r k plug w i r e r e t a i n e r s off t h e b r a c k e t s on
t h e r o c k e r a r m c o v e r . Move t h e d i s t r i b u t o r
c a p , w i t h t h e w i r e s s t i l l i n p l a c e o u t of t h e
way. Disconnect t h e distributor primary
lead. If t h e t i m i n g c h a i n and s p r o c k e t s a r e
n o t going t o be disturbed, m a r k t h e position
of t h e distributor r o t o r , a n d t h e n r e m o v e
t h e distributor.
R e m o v e t h e b o l t s s e c u r i n g t h e timing
c h a i n c o v e r t o t h e c y l i n d e r block. R e m o v e
t h e t w o oil pan- to- timing c h a i n c o v e r bolts.
Remove t h e timing chain cover and gasket.
C l e a n t h e c o v e r thoroughly. U s e c a r e n o t t o
damage t h e gasket surfaces.
TIMING CHAIN REMOVAL
After t h e timing chain cover h a s been
removed, install t h e harmonic balancer bolt
a n d w a s h e r in t h e e n d of t h e c r a n k s h a f t .
Now, r o t a t e t h e c r a n k s h a f t until t h e t i m i n g
m a r k s o n b o t h s p r o c k e t s a r e aligned t h r o u g h
t h e c e n t e r of t h e c r a n k s h a f t a n d t h e c e n t e r
of t h e c a m s h a f t , as shown. Positioning t h e
s p r o c k e t s at this t i m e will simplify t h e job
of installing n e w p a r t s .
R e m o v e t h e h a r m o n i c balancer b o l t a n d
w a s h e r w i t h o u t moving t h e s p r o c k e t s . T h e
timing chain dampers d o not have t o b e
r e m o v e d unless t h e y a r e worn o r d a m a g e d
a n d you i n t e n d t o r e p l a c e t h e m .
R e m o v e t h e f r o n t c r a n k s h a f t oil slinger.
R e m o v e t h e bolt and s p e c i a l washer retain-
ing t h e c a m s h a f t d i s t r i b u t o r d r i v e g e a r a n d
f u e l p u m p e c c e n t r i c t o t h e c a m s h a f t for-
w a r d end. Slide t h e g e a r a n d e c c e n t r i c off
the camshaft.
Work t h e c a m s h a f t s p r o c k e t a n d t h e
c r a n k s h a f t s p r o c k e t off t o g e t h e r by prying
f i r s t o n e a n d t h e n t h e o t h e r f o r w a r d until
t h e c a m s h a f t s p r o c k e t is f r e e . R e m o v e t h e
t i m i n g c h a i n and t h e n finish removing t h e
crankshaft sprocket.
C l e a n t h e s p r o c k e t s , t i m i n g c h a i n , distri-
b u t o r d r i v e g e a r , c r a n k s h a f t oil slinger, a n d
t h e fuel pump eccentric.
3-58 ENGINE SERVICE © pdfmanualpublisher.com 2005
Alignment of the timing marks through the centers
of the crankshaft and the camshaft.
TIMING CHAIN INSTALLATION
R o t a t e t h e c r a n k s h a f t until No. 1 piston
i s a t t o p d e a d c e n t e r . Slide t h e c a m s h a f t
sprocket temporarily onto t h e camshaft, and
t h e n r o t a t e t h e c a m s h a f t until t h e t i m i n g
m a r k o n t h e s p r o c k e t is at t h e s t r a i g h t down
position, as shown. R e m o v e t h e sprocket.
Engage t h e t i m i n g c h a i n o n t o b o t h
s p r o c k e t s , a n d t h e n slide t h e s p r o c k e t s o n t o
t h e s h a f t s w i t h t h e t i m i n g m a r k s as c l o s e as
possible a n d in l i n e w i t h t h e s p r o c k e t hubs
as shown. As you work t h e s p r o c k e t s o n t o
t h e s h a f t s i t will b e n e c e s s a r y t o r e t r a c t t h e
spring- loaded t i m i n g c h a i n d a m p e r s o u t of
t h e way.
Removal of the front oil seal with a drift.
Timing gear installation onto the camshaft.
Slide t h e oil slinger o n t o t h e c r a n k s h a f t
w i t h t h e ID a g a i n s t t h e sprocket. The
c o n c a v e s i d e of t h e slinger MUST b e t o w a r d
t h e f r o n t of t h e engine. Slide t h e f u e l p u m p
e c c e n t r i c o n t o t h e c a m s h a f t and key w i t h
t h e oil groove f a c i n g forward. Install t h e
distributor d r i v e g e a r , e c c e n t r i c , r e t a i n i n g
w a s h e r , a n d bolt. T i g h t e n t h e b o l t t o t h e
t o r q u e value given in t h e S p e c i f i c a t i o n s in
t h e Appendix.
Install t h e t i m i n g c h a i n cover. ALWAYS
use a n e w g a s k e t . R e m o v e t h e oil p u m p
c o v e r and -p a c k t h e s p a c e around t h e oil
A special tapered tool is designed to form the front
oil seal in place.
 © pdfmanualpublisher.com 2005
GMC V6 3-59

p u m p g e a r s c o m p l e t e l y full of p e t r o l e u m installing t h e a t t a c h i n g bolts.

jelly s o as t o l e a v e N O a i r s p a c e inside t h e
pump. Install t h e oil p u m p c o v e r w i t h a n e w
g a s k e t . If t h e p u m p c o v e r is n o t r e m o v e d
a n d t h e p u m p properly packed, t h e p u m p
m a y lose i t s p r i m e a n d m a y n o t begin t o
p u m p as soon as t h e e n g i n e i s s t a r t e d .
C l e a n t h e g a s k e t s u r f a c e of t h e block
a n d t h e t i m i n g c h a i n cover. ALWAYS u s e a
n e w g a s k e t and t a k e c a r e t o e n s u r e i t is
properly positioned. If t h e pan g a s k e t w a s
c u t , i t will be n e c e s s a r y t o c u t a new p i e c e
of pan g a s k e t t o f i t . Install t h e g a s k e t o n t o
t h e f r o n t of t h e pan a n d s e a l t h e joints w i t h
silicone rubber seal.
L u b r i c a t e t h e timing c h a i n c o v e r b o l t
t h r e a d s , a n d then p l a c e t h e timing c h a i n
c o v e r a g a i n s t t h e block. B e s u r e t h e dowel
pins index in t h e dowel pin holes b e f o r e
L u b r i c a t e t h e OD of t h e h a r m o n i c bal-
a n c e r b e f o r e installing i t t o p r e v e n t d a m a g e
t o t h e s e a l during i n s t a l l a t i o n and when t h e
e n g i n e is f i r s t s t a r t e d .
Ins t a l l d i s t r i b u t o r , t h e n t h e d i s t r i b u t o r
p r i m a r y l e a d t o t h e coil, t h e d i s t r i b u t o r c a p
and w i r e s t o t h e s p a r k plugs, t h e b r a c k e t s
and alternator, t h e f u e l pump, t h e f u e l
lines, and t h e w a t e r hoses,
C l o s e a l l w a t e r d r a i n valves.
S t a r t t h e engine, run i t at i d l e speed, a n d
c h e c k f o r leaks.
CAUTION: Water must circulate through
the lower unit to the engine any time the en-
gine is run to prevent damage t o the water
pump in the lower unit. Just five seconds
without water will damage the water pump.
-

COMPRESSION TEST1NG CHART

It i s recommended the following quick reference chart be used when

checking cylinder compression pressures. The chart has been cal-
culated s o that the lowest reading number i s 75'/0 of the highest reading.

Example:

After checking the compression pressures in all cylinders, it was found

that the highest reading obtained was 196 psi. The lowest pressure
reading was 155 psi. The engine i s within specifications and the com-
pression i s considered satisfactory.

Maximum Minimum Maximum Minimum Maximum Minimum

PSI PSI PSI PSI PSI PSI

134 ...........101 174 . . . . . . . . . . 131 214 .......... 160

136.. ........ 102 176 . . . . . . . . . . 132 216.. ........ 162
138 . . . . . . . . . . 104 178 . . . . . . . . . . 133 218.. . . . . . . . . 163
140 . . . . . . . . . . 105 180 . . . . . . . . . . 135 220 ..........165
142 . . . . . . . . . . 107 182 . . . . . . . . . . 136 222 . . . . . . . . . . 166
144 . . . . . . . . . .108 184 . . . . . . . . . . 138 224 .......... 168
146 .......... 110 186 .......... 140 226 . . . . . . . . . . 169
148 . . . . . . . . . .111 188 . . . . . . . . . . 141 228 .......... 171
150 . . . . . . . . . . 113 190 . . . . . . . . . .142 230 .......... 172
152 . . . . . . . . . . 114 192 .......... 144 232 .......... 174
154. . . . . . . . . .115 194 . . . . . . . . . . 145 234 .......... 175
156. . . . . . . . . . 117 196 . . . . . . . . . . 147 236. .........177
158 . . . . . . . . . . 118 198 .......... 148 238 .......... 178
160 . . . . . . . . . . 120 200 . . . . . . . . . . 150 240 .......... 180
162 .......... 121 202 . . . . . . . . . . 151 242 .......... 181
164 . . . . . . . . . . 123 204 ..........153 244 . . . . . . . . . . 183
166. ......... 124 206 .......... 154 246. .........184
168 ..........126 208 ..........156 248 ..........186
170. . . . . . . . . .127 210. . . . . . . . . . 157 250 ..........187
172 . . . . . . . . . .129 212 .......... 158
 3-60 ENGINE SERVICE © pdfmanualpublisher.com 2005

GMC V8 ENGINES D i s c o n n e c t t h e b a t t e r y c a b l e s , engine-

T h e f i r s t of t h e modern large- block en- to- dash wiring, w a t e r hoses, t h r o t t l e c a b l e ,
gines w a s produced in 1965 w i t h a 396 CID. e x h a u s t hoses, and f u e l lines.
B e sure t o plug the fuel line to stop fuel
Since 1965, t h e e n g i n e h a s b e e n progressive-
ly i n c r e a s e d in s i z e t o 402, 427, a n d 454
from siphoning out of the fuel tank.
Drain t h e w a t e r f r o m t h e block by open-
CID. T h e s e engines a r e c a l l e d Mark IV t o
s e p a r a t e t h e m f r o m t h e small- block engines. i n g a l l of t h e drain valves.
0 T h e e n g i n e h a s t w o lifting b r a c k e t s t o b e
T h e s e 9 0 blocks h a v e a c e n ter- to- center
used with a l e n g t h of chain. Run t h e c h a i n
b o r e spacing of 4.84". T h e p o r t bank cylin-
t h r o u g h t h e holes in t h e l i f t i n g b r a c k e t s , a n d
d e r s a r e numbered 1-3-5-7 and t h e s t a r b o a r d
then fasten t h e ends together with a bolt
bank 2-4-6-8. T h e firing o r d e r i s 1-3-4-3-6-
a n d nut. A t t a c h t h e l i f t i n g d e v i c e in t h e
5-7-2.
c e n t e r of t h e chain, and t h e n t i e t h e c h a i n s
T h e block and cylinder h e a d s of pro-
together t o prevent t h e lifting device from
duction models a r e m a d e of cast iron. An
riding down t h e c h a i n as t h e e n g i n e i s l i f t e d
unusual f e a t u r e of t h e h e a d s is t h e angled
f r o m t h e boat.
p a t t e r n of t h e t i l t e d valves t o allow g a s t o
R e m o v e t h e bell housing- to- engine bolts.
flow s m o o t h e r through i n t a k e and e x h a u s t
R e m o v e t h e l a g bolts on t h e m o u n t i n g t o t h e
ports. This f e a t u r e c o n t r i b u t e s t o i n c r e a s e d
deck. If t h e e n g i n e c o m p a r t m e n t i s t o o
v o l u m e t r i c efficiency.
O n e of t h e s e l a r g e r engines m a y h a v e s m a l l f o r - the e n g i n e t o c l e a r , i t m a y b e
b e e n installed in your b o a t as original equip- n e c e s s a r y t o r e m o v e t h e mounting b r a c k e t s
m e n t or you m a y have had o n e installed as a f r o m t h e engine. Slide t h e e n g i n e f o r w a r d
r e p l a c e m e n t engine. Theref o r e , all of t h e a b o u t 6 inches, and t h e n l i f t i t s t r a i g h t up
GMC V8 e n g i n e s will b e c o v e r e d in t h i s a n d out. If you d o n o t h a v e enough room t o
section. m o v e i t f o r w a r d , t h e n i t will b e n e c e s s a r y t o
In o r d e r t o IDENTIFY t h e e n g i n e s cover- r e m o v e t h e s t e r n d r i v e u n i t , see C h a p t e r
e d in a p a r t i c u l a r p r o c e d u r e , and t o AVOID 10.
REPETITION t h e engines a r e classified as
follows: T h e 265, 283, 300, 305, 307, 327, ENGINE INSTALLATION
350, a n d 400 CID e n g i n e s a r e identified as
Lower t h e e n g i n e i n t o t h e c o m p a r t m e n t
SMALL V8. T h e 5.0 L i t r e and 5.7 L i t r e
e n g i n e s f a l l i n t o this c a t e g o r y . The 396, a n d align t h e e n g i n e w i t h t h e guide pins on
t h e bell housing. Slide t h e e n g i n e a f t o n t o
402, 427, and 454 C I D engines a r e i d e n t i f i e d
t h e d r i v e s h a f t assembly. It m a y b e neces-
as MARK IV's. Many of t h e engines, a s s e m -
blies, and individual p a r t s a r e not only simi- s a r y t o t u r n t h e d r i v e s h a f t in o r d e r t o m a t e
l a r , b u t t h e y a r e interchangehble. There-
f o r e , t y p i c a l illustrations and p r o c e d u r e s a r e
provided, e x c e p t w h e r e s p e c i f i c d e t a i l s dif-
fer.
T h e following s e r v i c e s e c t i o n s a r e c o d e d
t o a s s i s t you in r e f e r i n g t o a p a r t i c u l a r
s e c t i o n quickly when performing o t h e r work.
You will find t h e s e n u m b e r s r e f e r e n c e d in
other chapters.
3-23 ENGINE REMOVAL
In s o m e cases, t h e design of t h e b o a t will
hinder r e m o v i n g and installing t h e engine.
Engine hood c o v e r s and panels around t h e
engine may have t o be removed before t h e
e n g i n e will c l e a r . In a l l cases, t h e e n g i n e
m u s t b e moved a b o u t 6- inches f o r w a r d in
o r d e r t o c l e a r t h e driveshaf t assembly.
If t h e e n g i n e c a n n o t b e moved f o r w a r d
f a r enough t o c l e a r t h e d r i v e s h a f t , i t m a y b e
n e c e s s a r y t o r e m o v e t h e o u t d r i v e unit. S e e Removing an engine from the boat using a lifting
C h a p t e r 10. bracket.
 © pdfmanualpublisher.com 2005
t h e splines. T h e d r i v e s h a f t c a n b e r o t a t e d
easily by simply p u t t i n g t h e o u t d r i v e in
f o r w a r d g e a r , a n d t h e n turning t h e propel-
ler.
Install t h e bell housing- to- engine bolts,
a l t e r n a t i n g evenly around t h e bell housing.
Install t h e l a g bolts through t h e mounting
b r a c k e t s i n t o t h e deck. Of c o u r s e , if t h e
engine brackets were removed for t h e
e n g i n e t o c l e a r during r e m o v a l , t h e y will
h a v e t o be installed b e f o r e t h e l a g bolts.
If t h e o u t d r i v e assembly w a s r e m o v e d ,
install i t , s e e C h a p t e r 10.
Install t h e f u e l line, w a t e r hoses, engine-
to- dash wiring, e x h a u s t hose, t h r o t t l e c a b l e ,
w d b a t t e r y cables. @Lose ~ l vl : ~ t e r CIrain
valves. Fill t h e c r a n k c a s e with t h e p r o p e r
v e i r h t oil.
S t a r t t h e e w i w arc' c h e c k f o r leaks.
CAUTIOW Water must circulate through
the Eower unit to the engine any time the en-
gine is run to prevent damage to tk water
pump in the lower w i t . Just five seconds
without water will damage the water pump.
3-24 OIL PAN SERVICE
REMOVAL
Drain t h e w a t e r f r o m t h e block by open-
The oil filter bypass valve is installed with the valve
side facing toward the engine, as shown.
GMC V8 3-61
ing a l l of t h e drain valves.
R e m o v e t h e engine, see S e c t i o n 3-23.
R e m o v e t h e oil drain plug a n d drain t h e
oil. O n l a t e - m o d e l engines, a k i t h a s b e e n
a t t a c h e d t o t h e oil drain plug t o help in
draining t h e oil when t h e e n g i n e i s in t h e
boat. This k i t c a n be installed on a n y e n g i n e
and SHOULD b e d o n e t h e f i r s t t i m e t h e
e n g i n e i s r e m o v e d f r o m t h e boat.
R e m o v e t h e oil pan bolts, a n d t h e n
s e p a r a t e t h e pan f r o m t h e e n g i n e block.
CLEANING
C l e a n t h e oil pan w i t h solvent. C l e a n
t h e oil pickup s c r e e n and e x a m i n e i t f o r a n y
e v i d e n c e of clogging.
INSTALLATION
-
ALWAYS install a new pan e a s k e t set.
ThorougNy c l e a ~211 q e s k e t sealing s u r f a c e s .
Hnst?ll tha r e a r s e a l i n t h e r e a r m a i n bearinq
cap. Install t h e f r o n t s e a l on t h e crar?kcase
f r c n t cover. P r e s s t h e tins of t h e s e a l i n t o
t h e holes provided i n t h e cover. Install t h e
s i d e ~ a s k e t st o t h e e n g i n e block. Use a
s e a l e r w i t h enc~nghbedy t o act as a r e t a i n e r .
@Pacet h e pan i n position on t h e block, and
t h e n i n s t a l l and t i g h t e n t h e oan bolts t o t h e
t c r q u e velue piven 117 t h e S p e c i f i c a t i o n s in
t h e Apycendix. TAKE CARE t o t i g h t e n t h e
bolts evenlv all a - o u n d and not t o over
tighten them.
Proper arrangement of the side gaskets. The g a s
kets are held in place with a sealer.
3-62 ENGINE SERVICE © pdfmanualpublisher.com 2005
Install t h e engine, see S e c t i o n 3-23.
C l o s e t h e w a t e r drain valves.
Fill t h e c r a n k c a s e w i t h t h e proper
w e i g h t oil.
S t a r t t h e e n g i n e and c h e c k f o r leaks.
CAUTION: Water must circulate through
the lower unit to the engine any time the en-
gine is run to prevent damage to the water
pump in the lower unit. Just five seconds
without water will darnage the water pump-
3-25 OIL PUMP
T h e oil pump consists of t w o g e a r s and a
pressure r e e d a t o r valve, enclosed in a two-
p i e c e housing. The oil oumr, is driven by t h e
distributor s h a f t , which is driven by a heli-
c a l seas o r t h e c a r s h a f t . A h a f f l e is
installed QP t h e pickup s c r e e n tc e l i m i n a t e
m-essure loss d u e t o sudden stops.
REMOVAL
E r a i n t h e w a t e r f r o r t h e b l ~ by
k open-
inn all of t h e drein valves.
P,ernove t h e ennine, see Sectier. 3-23.
K e ~ o v teh e oil pan, see S e c t i o n 3-24.
R e m o v e t h e pump- to- rear w a i n b e a r i n g
c a p bolt, and t h e n r e r r o v e t h e pump a n d
extension shaft.
SHAFT
I BODY
I / SPRING
I
PIN
/
P l CKUP
Arrangement of parts for the oil pump assembly
used on a small-block V 8 engine.
CLEANING AND INSPECTING
Wash t h e g e a r s thoroughly a n d i n s p e c t
t h e m f o r w e a r and scores. If e i t h e r g e a r i s
d e f e c t i v e , t h e y m u s t be r e p l a c e d as a PAIR.
R e m o v e t h e oil p r e s s u r e r e g u l a t o r valve
c a p , spring, a n d valve. T h e oil f i l t e r bypass
valve and spring MUST NOT b e r e m o v e d
b e c a u s e t h e y a r e s t a k e d in place.
Wash t h e p a r t s removed and c h e c k e a c h
o n e carefully. Inspect t h e r e g u l a t o r v a l v e
f o r w e a r o r scores. C h e c k t h e r e g u l a t o r
valve spring t o be s u r e i t i s n o t worn on i t s
s i d e or h a s collapsed. If in doubt a b o u t t h e
condition of t h e spring, i n s t a l l a n e w one.
C l e a n t h e s c r e e n s t a k e d in t h e cover.
C h e c k t h e r e g u l a t o r valve in i t s bore in
t h e cover. T h e c l e a r a n c e f o r t h e valve
should be only a slip f i t . If a n y s i d e
c l e a r a n c e can be f e l t , t h e valve o r t h e c o v e r
should be replaced.
I n s p e c t t h e f i l t e r bypass valve f o r
c r a c k s , nicks, o r warping. T h e valve should
b e f l a t w i t h n o nicks o r s c r a t c h e s .
ASSEMBLING
Apply a g e n e r o u s a m o u n t of oil t o t h e
p r e s s u r e r e g u l a t o r valve a n d spring. Install
t h e l u b r i c a t e d valve and spring i n t o t h e b o r e
of t h e oil p u m p c o v e r a n d t h e n slide t h e
r e t a i n i n g pin in place.
Install t h e g e a r s and s h a f t i n t o t h e oil
p u m p body. C h e c k t h e g e a r e n d c l e a r a n c e .
P l a c e a s t r a i g h t e d g e over t h e g e a r s , a n d
Oil pump properly installed.
 © pdfmanualpublisher.com 2005 GMC V8 3-63

then measure the clearance between t h e t h e rotor. R e m o v e t h e d i s t r i b u t o r c l a m p

s t r a i g h t e d g e and t h e g a s k e t s u r f a c e . T h e
c l e a r a n c e should b e 0.0023" t o 0.0058".
If t h e g e a r e n d c l e a r a n c e i s okay, re-
m o v e t h e g e a r s a n d pack t h e g e a r p o c k e t
full of p e t r o l e u m jelly. DO NOT u s e chassis
lube.
CAUTION: Unless the pocket is packed
with petroleum jelly it may not prime itself
when the engine i s started.
Install t h e g e a r s a n d s h a f t again, pushing
t h e g e a r s i n t o t h e petroleum jelly. P l a c e a
n e w g a s k e t in position, and t h e n install t h e
c o v e r screws. T i g h t e n t h e s c r e w s a l t e r n a t e -
ly a n d e v e n l y t o t h e t o r q u e value given in
t h e Specificiations in t h e Appendix.
If t h e oil p u m p pickup s c r e e n w a s remov-
e d , apply s e a l e r t o t h e m a t i n g s u r f a c e s
b e f o r e you d r i v e t h e pipe i n t o position. An
AIR LEAK could c a u s e a LOSS of OIL
PRESSURE.
a n d t h e n pull t h e d i s t r i b u t o r o u t of t h e
block. Move t h e d i s t r i b u t o r c a p o u t of t h e
way. R e m o v e t h e c o i l and b r a c k e t .
R e m o v e t h e bolts a t t a c h i n g t h e manifold
t o t h e h e a d , t h e n l i f t t h e i n t a k e manifold,
w i t h t h e c a r b u r e t o r a t t a c h e d , f r o m t h e en-
gine. Discard a l l g a s k e t s a n d seals.
CLEANING
C l e a n t h e g a s k e t s u r f a c e s of t h e i n t a k e
manifold a n d t h e heads. C h e c k t h e old
g a s k e t s t o d e t e r m i n e if t h e r e h a s been a n y
e x h a u s t leakage. Any e v i d e n c e of e x h a u s t
l e a k a g e would i n d i c a t e a c r a c k in t h e head.
Any sign of w a t e r in a n i n t a k e manifold p o r t
would i n d i c a t e e i t h e r a c r a c k in t h e mani-
fold o r a c r a c k in t h e head.

INSTALLATION P l a c e new rubber i n t a k e manifold s e a l s

in position a t t h e f r o n t a n d r e a r r a i l s of t h e
Assemble t h e pump a n d e x t e n s i o n s h a f t cylinder block. BE SURE t h e pointed e n d s
t o t h e r e a r m a i n b e a r i n g c a p with t h e s l o t i n of t h e s e a l f i t snugly a g a i n s t t h e block a n d
t h e t o p e n d of t h e extension s h a f t aligned head.
w i t h t h e drive t a n g on t h e lower e n d of t h e Apply a light c o a t i n g of P e r m a t e x ,
distributor driveshaf t. Install t h e pump-to- Form- A- Gasket, o r e q u i v a l e n t , t o t h e a r e a
r e a r b e a r i n g c a p bolt. The c o r r e c t position b e t w e e n t h e w a t e r passages on t h e head and
f o r t h e oil p u m p s c r e e n is w i t h t h e b o t t o m t h e manifold. Install t h e i n t a k e manifold
e d g e parallel t o t h e oil pan rails. g a s k e t s o n t o t h e heads. Set the intake
Install t h e oil pan, see S e c t i o n 3-24. manifold in p l a c e c a r e f u l l y a n d s t a r t t h e
Install t h e engine, see S e c t i o n 3-23. t w o guide bolts on e a c h side.
Fill t h e c r a n k c a s e w i t h t h e proper oil.
C l o s e t h e w a t e r drain valves.
S t a r t t h e e n g i n e and c h e c k f o r leaks.
CAUTION: Water must circulate through
the lower unit to the engine any time the en-
gine is run to prevent damage to the water
pump in the lower unit. Just five seconds
without water will damage the water pump.

3-26 INTAKE MANIFOLD

REMOVAL

D r a i n t h e w a t e r f r o m t h e block by open-
i n g all of t h e drain valves. Remove t h e
f l a m e a r r e s t o r f r o m t h e c a r b u r e t o r . Dis-
c o n n e c t t h e b a t t e r y c a b l e s at t h e b a t t e r y .
D i s c o n n e c t t h e hoses, f u e l line, a n d t h r o t t l e
linkage at t h e c a r b u r e t o r . Disconnect t h e
w i r e s t o t h e coil a n d t e m p e r a t u r e sending
switch.
R e m o v e t h e distributor c a p and m a r k t h e Placement of manifold gaskets and seals prior to
distributor housing i n d i c a t i n g t h e position of installing the manifold.
3-64 ENGINE SERVICE © pdfmanualpublisher.com 2005
L i f t t h e manifold slightly and slip t h e
g a s k e t s i n t o position as shown. TAKE CARE
t o align t h e t h r e e i n t a k e manifold holes in
t h e g a s k e t w i t h t h e m a t c h i n g p o r t s in t h e
h e a d and t h e manifold. T h e g a s k e t should
be installed as shown f o r t h e l e f t s i d e a n d
r e v e r s e d f o r t h e r i g h t s i d e installation.
Install a manifold a t t a c h i n g bolt in t h e
o p e n bolt hole, as shown. T h e open bolt hole
i s held t o c l o s e t o l e r a n c e s and t h e bolt in
this location serves t o locate t h e intake
manifold p e r f e c t l y fore- and- aft. Install t h e
remaining manifold- to- cylinder h e a d b o l t s
w i t h t h e longer bolts a t t h e f o r w a r d loca-
tion. Tighten t h e bolts in t h e s e q u e n c e
shown in t h e a c c o m p a n y i n g illustration, a n d
t o t h e t o r q u e value given in t h e Specifica-
tions in t h e Appendix.
Install t h e coil. Slide t h e distributor i n t o
p l a c e w i t h t h e r o t o r pointing t o t h e m a r k
you m a d e prior t o removing t h e distributor.
Snap t h e distributor c a p in place. If t h e
c r a n k s h a f t w a s r o t a t e d while t h e distributor
w a s o u t of t h e block, t h e e n g i n e will h a v e t o
b e timed. S e e C h a p t e r 5 f o r d e t a i l e d pro-
c e d u r e s t o t i m e t h e e n g i n e properly.
C o n n e c t t h e b a t t e r y c a b l e s a t t h e bat-
t e r y ; t h e hoses t o t h e t h e r m o s t a t housing;
t h e t h r o t t l e linkage and f u e l line a t t h e
c a r b u r e t o r ; and t h e w i r e s t o t h e c o i l a n d
t e m p e r a t u r e sending switch.
C l o s e t h e w a t e r drain valves.
S t a r t t h e e n g i n e and c h e c k f o r leaks.
CAUTION: Water must circulate through
the lower unit to the engine any time the en-
gine is run to prevent damage to the water
pump in the lower unit. Just fiCe seconds
without water will damage the water pump.
FRONT
Tightening sequence for the intake manifold bolts on
a small-block engine.
3-27 EXHAUST MANIFOLDS
AND ELBOWS
REMOVAL
R e m o v e a l l w a t e r hoses and e x h a u s t
hoses f r o m t h e elbow t o t h e side of t h e
e x h a u s t housing.
R e m o v e t h e n u t s f r o m t h e manifold
s t u d s , a n d t h e n l i f t off t h e manifolds.
F o r o t h e r s e r v i c e on t h e e x h a u s t mani-
folds, see C h a p t e r 9, Cooling System.
INSTALLATION
Install t h e manifolds t o t h e cylinder head
a n d s t a r t t h e n u t s o n t o t h e studs. T i g h t e n
t h e nuts alternately. The manufacturer
d o e s n o t always install a g a s k e t b e t w e e n t h e
e x h a u s t manifold a n d t h e e n g i n e block, how-
e v e r , if a n y e v i d e n c e i n d i c a t e s a n e x h a u s t
l e a k , a new g a s k e t should be installed. They
a r e readily a v a i l a b l e a t t h e n e a r e s t a u t o m o -
t i v e p a r t s dealer. A s u b s t i t u t e f o r a new
g a s k e t would be t o c o a t t h e s u r f a c e s of t h e
manifolds and t h e m a t c h i n g s u r f a c e s on t h e
block w i t h P e r m a t e x "Form- A- Gasket" o r
equivalent.
Install t h e w a t e r hoses and e x h a u s t hoses
t o t h e manifold.
S t a r t t h e e n g i n e and c h e c k f o r leaks.
CAUTION: Water must circulate through
the lower unit to the engine any time the en-
gine is rum to prevent damage to the water
pump in the lower unit. Just five seconds
without water will damage the water pump.
Installation of the manifold.
 © pdfmanualpublisher.com 2005 GMC V8 3-65

3-28 CYLINDER HEAD SERVICE

T h e cylinder head and valve m e c h a n i s m

a r e the most important areas affecting t h e
power, p e r f o r m a n c e , and e c o n o m y of a n
engine. T i m e a n d much c a r e a r e r e q u i r e d
when reconditioning t h e cylinder h e a d a n d
valves t o m a i n t a i n t h e c o r r e c t valve s t e m -
to- guide c l e a r a n c e ; t o grind t h e v a l v e s
properly; a n d t o m a k e t h e c o r r e c t v a l v e
adjustment. Compression loss may be caused by a blown head
gasket between cylinders.
T h e p r o c e d u r e s in this s e c t i o n provide
removing, disassembling, c l e a n i n g and in-
specting, a n d installing t h e cylinder head, set u p a s y s t e m f o r keeping t h e pushrods,
including s o m e of t h e work t h a t m a y b e v a l v e lif t e r s , valves and t h e i r a s s o c i a t e d
accomplished while t h e h e a d i s removed. p a r t s in a b s o l u t e o r d e r t o e n s u r e e a c h a n d
e v e r y p a r t will b e installed in e x a c t l y t h e
REMOVAL s a m e position f r o m which i t w a s removed.
R e m o v e t h e push r o d s and valve l i f t e r s .
Drain t h e w a t e r f r o m t h e block by open- R e m o v e t h e cylinder h e a d bolts, c y l i n d e r
ing a l l of t h e drain valves. heads, a n d gaskets. P l a c e e a c h head assem-
R e m o v e t h e i n t a k e manifold, see S e c t i o n bly on i t s side. Use a valve c o m p r e s s i o n
3-26. tool, a n d c o m p r e s s e a c h valve spring t o
R e m o v e t h e e x h a u s t manifolds, see Sec- r e m o v e t h e valve locks, s e a l , spring c u p , a n d
tion 3-27. spring.
Pull t h e s p a r k plug w i r e r e t a i n e r s f r o m
t h e b r a c k e t s on t h e r o c k e r a r m covers.
D i s c o n n e c t t h e spark plug w i r e s a t t h e plugs
a n d swing t h e w i r e s and r e t a i n e r o u t of t h e
way. Remove the screws attaching the
r o c k e r a r m c o v e r t o t h e cylinder head.
R e m o v e t h e r o c k e r a r m c o v e r s and gask-
ets. R e m o v e t h e r o c k e r a r m nuts, r o c k e r
a r m balls, and r o c k e r arms. TAKE TIME t o

ROTATOR
LOCKS
CAP

SH l ELD

Valve parts arranged in order and assembled with

each item identified. In addition t o the parts shown,
some late models have a valve rotator and some models Removal o f the valve locks which release the other
do not have a damper spring. valve parts.
 3-66 ENGINE SERVICE © pdfmanualpublisher.com 2005

Notice the oil around the intake valve and the

darker coloring of the exhaust valve in the right com-
bustion chamber. The compression in the right cylinder
was lower than in the l e f t . Also, the intake valve guide
and seal are defective allowing oil to leak into the
combustion chamber. Example! of a severely burned exhaust valve face.
The valve M ]as sticking in the guide as evidenced b y the
C o n t i n u e removing t h e p a r t s until a l l gum on the neck of the stem. T A K E TIME to clean the
valves h a v e been released. Remove t h e valve guide thorough1 y.
valves f r o m t h e head one- at- a- time a n d
k e e p t h e m in o r d e r by n u m b e r a n d t h e h e a d
f r o m which t h e y w e r e removed.
VALVE MECHANISM

C l e a n t h e valves, springs, spring r e t a i n -

e r s , locks, a n d s l e e v e s in solvent, and t h e n

RUNOUT GAUGE I I

After the seat has been reground, check to be sure

it is concentric with the guide by using a dial gauge. Improper installation techniques caused this valve to
The run-out should not exceed 0.002". drop out and strike the piston.
 © pdfmanualpublisher.com 2005
GMC 3-67

blow t h e p a r t s d r y w i t h c o m p r e s s e d air.
Inspect e a c h valve f a c e a n d t h e h e a d f o r
pits, grooves, a n d scores. Inspect t h e s t e m
f o r w e a r a n d t h e e n d f o r grooves. T h e f a c e
m u s t b e t r u e d on a valve grinding m a c h i n e ,
which will r e m o v e minor p i t s and grooves.
Valves w i t h serious d e f e c t s , o r t h o s e having
h e a d s w i t h a knife e d g e m u s t be replaced.
Grind or r e p l a c e valves, if necessary. A
valve should be r e p l a c e d if t h e h e a d m u s t b e
ground t o a knife e d g e in o r d e r t o o b t a i n a
t r u e f a c e . A 45' a n g l e i s t h e c o r r e c t a n g l e
f o r t h e valve f a c e . If t h e a n g l e is a n y
NOT MORE
THAN H.5" I
s h a r p e r , t h e valve will run t o o hot.
VALVE SPRINGS
C o m p a r e t h e valve spring tension a g a i n s t
t h o s e listed in t h e Specifications in t h e
Appendix. A quick c h e c k c a n be m a d e by
laying a l l of t h e springs on a f l a t s u r f a c e
a n d c o m p a r i n g t h e i r heights. T h e h e i g h t s
MUST a l l b e t h e s a m e . Both e n d s of e a c h
spring MUST b e s q u a r e o r t h e spring will A valve spring should not be out by more than 1/16"
t e n d t o c o c k t h e valve s t e m . Weak valve when it is rotated against a square on a flat surface, as
springs c a u s e poor e n g i n e p e r f o r m a n c e . shown. I f it is, the spring should be replaced.
T h e r e f o r e , if a spring is w e a k o r t h e e n d s
a r e n o t s q u a r e by m o r e t h a n 1/16", i t MUST

VALVE

iE ClRC

Relationship of the cam lobe as the camshaft rotates. The cam moves the valve lifter to the valve open position
( l e f t ) and then to the valve closed position (right).
 3-68 ENGINE SERVICE © pdfmanualpublisher.com 2005
HYDRAULIC VALVE LIFTERS
D i r t , d e p o s i t s of gum, and a i r bubbles in
t h e l u b r i c a t i n g oil c a n c a u s e t h e hydraulic
l i f t e r s t o w e a r enough t o c a u s e failure. T h e
d i r t and gum c a n k e e p a c h e c k valve f r o m
s e a t i n g , which will c a u s e t h e oil t o r e t u r n t o
t h e reservoir during t h e t i m e t h e push rod i s
being lifted. Excessive m o v e m e n t of t h e
l i f t e r p a r t s c a u s e s w e a r and d e s t r o y s t h e
lifter's e f f e c t i v e n e s s in a s h o r t t i m e .
ALWAYS k e e p t h e l i f t e r a s s e m b l i e s in
proper s e q u e n c e when t h e y a r e being r e -
moved. This is t h e only way t h e y c a n be
installed b a c k i n t o t h e i r original position.
C l e a n , i n s p e c t , a n d test e a c h l i f t e r separ-
a t e l y a n d use t h e u t m o s t c a r e n o t t o i n t e r -
m i x t h e i n t e r n a l parts. If a n y o n e p a r t of
t h e l i f t e r i s d e f e c t i v e f o r a n y reason, r e -
p l a c e t h e c o m p l e t e l i f t e r assembly, NEVER
just o n e p a r t .
A f t e r t h e l i f t e r h a s been cleaned, dried,
a n d assembled, a quick test of i t s o p e r a t i o n
c a n be m a d e by depressing t h e plunger w i t h
your finger. T h e t r a p p e d a i r should p a r t i a l l y
r e t u r n t h e plunger if t h e l i f t e r i s o p e r a t i n g
properly. If t h e l i f t e r i s worn, o r if t h e
c h e c k valve i s n o t s e a t i n g , t h e plunger will
n o t return.
Install t h e a s s e m b l e d l i f t e r s in t h e en-
gine dry, paying c a r e f u l a t t e n t i o n t o e n s u r e
e a c h o n e i s r e t u r n e d t o i t s original position.
VALVE L I FTERS
Removing the valve lifter using a magnet and a
device for keeping the lifters in sequence as an aid t o
proper installation in the same location from which
they are removed.
LOCK RING DISC VALVE
PUSH ROD
Arrangement of hydraulic valve lifter parts.
T h e l i f t e r s will bleed t o t h e i r c o r r e c t oper-
a t i n g position q u i c k e r if i n s t a l l e d dry t h a n if
you f i l l t h e m w i t h l u b r i c a t i n g oil prior t o
installation.
RECONDITIONING VALVES
AND SEATS
R e m o v e t h e c a r b o n f r o m t h e combustion
c h a m b e r s . U s e c a r e t o avoid s c r a t c h i n g t h e
h e a d o r t h e valve seats. C l e a n a l l c a r b o n
a n d gum d e p o s i t s f r o m t h e valve guide
bores.
Valve s t e m guides a r e n o t replaceable.
If a valve s t e m h a s e x c e s s i v e c l e a r a n c e , t h e
guide m u s t b e r e a m e d 0.003" o v e r s i z e , using
r e a m e r 2-5830- 1. Valves w i t h 0.003" over-
s i z e s t e m s a r e a v a i l a b l e f o r service.
T r u e t h e valve s e a t s t o a 45' angle.
C u t t i n g a valve seat r e s u l t s in lowering t h e
valve spring p r e s s u r e a n d i n c r e a s e s t h e
Use a wire brush to clean carbon from the cylinder
head. Take time t o do a thorough cleaning for
maximum benefit.
 © pdfmanualpublisher.com 2005 GMC V8 3-69

width of t h e seat. T h e nominal width of t h e

valve s e a t i s 1/16". If a valve s e a t i s o v e r
5/64" wide a f t e r truing, i t should be narrow-
edoto t h e specified width by using 20' and
70 stones.
If t h e valve and s e a t a r e refinished t o
t h e e x t e n t t h a t t h e valve s t e m is raised
m o r e than 0.050" above i t s normal height,
t h e hydraulic valve l i f t e r will not o p e r a t e
properly. If this condition exists, t h e worn
p a r t must be replaced. The normal height
of t h e valve s t e m retainer above t h e valve
spring s e a t s u r f a c e of t h e head i s 1.925".
Lap t h e valves lightly i n t o their s e a t s
w i t h fine grinding compound. The refacing
and reseating operation should l e a v e t h e
refinished s u r f a c e s smooth and true. Act-
ually, if t h e refinishing job is done properly,
only a minimum of lapping is required. Ex-
cessive lapping will groove t h e valve f a c e ,
preventing a proper s e a t when t h e valve i s
hot.
Test e a c h valve t o be s u r e i t s e a t s in t h e
A damaged rocker arm stud in a small-block engine
c e n t e r of t h e seat. This t e s t c a n be accu- must be removed with a stud puller, because the studs
r a t e l y done by f i r s t coating t h e valve f a c e are pressed in.

To restore production clearances, worn valve guides Coat a new rocker arm stud wtth E P lubrtcant, and
can be reamed oversize, and then valves with oversize then drive it into place with the tool shown. This tool
stems installed. will establish the proper depth for the stud.
3-70 ENGINE SERVICE © pdfmanualpublisher.com 2005
lightly w i t h Prussian blue, a n d t h e n r o t a t i n g
t h e valve a g a i n s t t h e seat. If t h e valve seat
is t r u e w i t h t h e valve guide, a m a r k will b e
m a d e a l l around t h e seat. If t h e seat is n o t
t r u e ( c o n c e n t r i c w i t h t h e guide), a m a r k will
b e m a d e on only o n e side of t h e seat. N e x t ,
c o a t t h e valve seat lightly w i t h Prussian
blue. R o t a t e t h e valve a g a i n a g a i n s t t h e
seat t o d e t e r m i n e if t h e valve f a c e i s t r u e
w i t h t h e valve s t e m and if t h e valve i s
s e a t i n g a l l t h e way around. Both tests a r e
n e c e s s a r y t o prove e a c h valve i s making a
proper s e a t . PAY ATTENTION t o i n s t a l l
e a c h valve spring w i t h t h e CLOSELY wound
c o i l s TOWARD t h e cylinder head.
ROCKER ARM SERVICE
R e r n c v e t h e r o c k e r arm- and- shaft as-
sembly. T a k e c u t t h e c o t t e r pin, plain
v z s h e r , and sprine; washer f r o m e a c h e n d s f
the rocker arm shaft. Remove t h e bracket
bolts. Slide t h e r o c k e r a r m s and b r a x k e t s
eff t h e s h a f t .
Clear. and i n s p e c t all parts. P?y par-
t i c u l a r a t t e n t i o n t o cleanirtg all of t h e oil
holes. R e p l a x a n y part excessivedy vrorn.
Proper arrangement o f rocker arm studs and push
rod guides prior to installation in the cylinder head.
When installing a new rocker arm stud on this type,
coat it with sealer to prevent a water leak and tighten
the stud to a torque value of 50 ft-lbs. I f the engine
has an aluminum head, use anti-seize compound on the
threads.
/ REFER TO SPECIFICATIONS
FOR CCXtRECT DIAMETER
MAXIMUM VALVE FACE
RUNOUT 0.002"
CHECK FOR BENT STEM
THAN 0.010 INCH
Critical valve tolerance.
Assemble t h e springs, r o c k e r a r m s , a n d
b r a c k e t s on t h e s h a f t . T a k e c a r e t h a t t h e
a s s e m b l y f o r t h e r i g h t s i d e h a s t h e n o t c h in
t h e s h a f t f a c i n g f o r w a r d and t h e l e f t side
h a s t h e n o t c h t o t h e rear. Install t h e spring
w a s h e r , f l a t w a s h e r , a n d c o t t e r pin on e a c h
e n d of t h e s h a f t in t h e o r d e r n a m e d .
Install t h e bolts, w i t h plain washers,
through t h e b r a c k e t s and s h a f t s o t h e n o t c h
in t h e r i g h t assembly i s f a c i n g up and for-
ward; and t h e n o t c h in t h e l e f t a s s e m b l y i s
f a c i n g up a n d a f t .
CYLINDER HEAD mSTALLATBON
T h e smc?ll V8 e n ~ i ~ and e s t h e hP.ark IV's
h a v e Siff e r c ~ vt ~ l v easserrblies. T h e r e f o r e ,
t h e cylinder heads will be discussed under
s e p a r a t e headines.
UNDERSIDE OF SPRING RETAINER
Measuring the height of the installed valve spring.
Compare this measurement with the Specifications in
the Appendix.
 © pdfmanualpublisher.com 2005
SMALL V8 ENGINES
Begin, by c o a t i n g t h e valves w i t h a lib-
e r a l c o a t i n g of e n g i n e oil. Next, p l a c e e a c h
v a l v e i n t h e s a m e guide f r o m which i t w a s
removed. Now, p l a c e t h e valve spring,
d a m p e r , valve shield, a n d valve c u p i n place.
CAUTION: The close-coil end of the spring
must be against the cylinder head.
C o m p r e s s t h e spring and i n s t a l l t h e oil
s e a l in t h e l o w e r g r o o v e s f t h e s t e m . MAKE
SURE t h e s e a l is f l a t and not twisted. A
l i g h t c o a t i n g of oil opl t h e s e a l will help
p r e v e n t i t f r o m twisting. Install t h e v a l v e
locks a n d r e l e a s e t h e compressor. C h e c k t o
b e s u r e t h e locks seat properly i n t h e u p p e r
g r o o v e of t h e valve s t e m . A l i t t l e d a b of
g r e a s e will usually hold t h e l o c k ir! p l a c e
while t h e c o m p r e s s o r is released.
MARK IV ENGINES
C o a t t h e valves w i t h a l i b e r d c o a t i n e of
e n g i n e oil. P l a c e e a c h valve c v e r t h e s a m e
v a l v e guide f r o m which i t was removed. Set
t h e valve spring, d a m p e r , and c a p (or c a o
a n d s e a l assembly) in place.
CAUTION: The closed-coil end of the
spring must be against the cylinder head.
C o m p r e s s t h e spring and i n s t a l l t h e valve
locks, t h e n r e l e a s e t h e compressor. C h e c k
t o be s u r e t h e locks seat properly in t h e
groove of t h e valve s t e m . A l i t t l e d a b of
g r e a s e will usually hold t h e l o c k in p l a c e
while t h e c o m p r e s s o r is released.
CYLINDER HEAD INSTALLATION
C l e a n t h e e n g i n e block g a s k e t surfaces.
C h e c k c a r e f u l l y t o b e s u r e n o foreign
m a t e r i a l h a s fallen i n t o t h e cylinder bores,
bolt holes, o r valve l i f t e r a r e a . C l e a n o u t
a l l bolt holes w i t h c o m p r e s s e d air. One
f u r t h e r s t e p f o r a good job, i s t o run t h e
c o r r e c t s i z e t a p down e a c h bolt hole.
Install n e w h e a d g a s k e t s on t h e cylinder
block. ALWAYS use m a r i n e h e a d g a s k e t s t o
m i n i m i z e s a l t w a t e r corrosion. Dowels in
Tightening sequence for head bolts.
GMC V8 3-71
t h e block will hold t h e g a s k e t s in position.
USE CARE when handling t h e g a s k e t s t o
p r e v e n t kinking o r d a m a g i n g t h e surfaces.
DO NOT u s e a n y sealing compound on h e a d
gaskets, because they a r e c o a t e d with a
s p e c i a l l a c q u e r t o provide a good seal, o n c e
t h e parts have warmed t o operating temper-
ature.
C l e a n t h e g a s k e t s u r f a c e of t h e cylinder
h e a d s a n d c a r e f u l l y set e a c h in p l a c e o n t h e
e n g i n e block, w i t h t h e holes in t h e h e a d s
indexed o v e r t h e dowel pins in t h e block.
C l e a n a n d c o a t t h e head bolts w i t h sealer.
Install t h e bolts as shown. T i g h t e n t h e h e a d
b o l t s in t h e s e q u e n c e shown, b u t only a l i t t l e
at a t i m e , m a k i n g a b o u t t h r e e rounds. O n
t h e final round, t i g h t e n e a c h bolt in t h e
s a m e s e q u e n c e t o t h e t o r q u e value given in
t h e S p e c i f i c a t i o n s in t h e Appendix. BEAR
IN MIND, u n e v e n t i g h t e n i n g of t h e h e a d
b o l t s c a n d i s t o r t t h e cylinder bores, c a u s i n g
c o m p r e s s i o n loss and e x c e s s i v e oil consump-
tion.
Install t h e e x h a u s t manifold t o e a c h cyl-
inder head, see S e c t i o n 3-27. Tighten t h e
bolts t o t h e t o r q u e value given in t h e Speci-
f i c a t i o n s in t h e Appendix. Install t h e ex-
h a u s t hoses t o t h e e x h a u s t housing.
Install t h e i n t a k e manifold b e t w e e n t h e
cylinders heads, see S e c t i o n 3-26.
ROCKER ARM-AND-SHAFT ASSEMBLY
INSTALLATION
Install t h e push rods through t h e cylinder
h e a d openings. C l e a n t h e b a s e of t h e r o c k e r
a r m s h a f t b r a c k e t s and e a c h b r a c k e t boss on
t h e c y l i n d e r head. C h e c k t o b e s u r e t h e
n o t c h on t h e e n d of t h e r o c k e r a r m s h a f t f o r
t h e right side is facing forward and t h e
notch f o r t h e l e f t side is facing aft.
T i l t t h e r o c k e r a r m s t o w a r d t h e push
r o d s and c a r e f u l l y position t h e t o p of e a c h
push rod in i t s r o c k e r a r m seat. Pull t h e
r o c k e r arm- and- shaft a s s e m b l y down by
t i g h t e n i n g t h e b r a c k e t bolts a l i t t l e a t a
t i m e . Finally, t i g h t e n t h e b r a c k e t b o l t s t o
t h e t o r q u e value given - in t h e S p e c i f i c a t i o n s
in t h e Appendix.
Tightening sequence for head bolts.
3-72 ENGINE SERVICE © pdfmanualpublisher.com 2005
3-29 VALVE LASH ADJUSTMENT
The first procedure in t h i s section cov-
ers: EXHAUST VALVES 8 , 3, 4, a n d 8;
INTAKE VALVES 1,2,5, and 7.
C r a n k t h e engine SLOWLY until t w o con-
ditions exist: (1) t h e No. 1 piston is in t h e
firing position, and ( 2 ) t h e m a r k on t h e
harmonic balancer is aligned with t h e c e n t e r
o r "0"m a r k on t h e timing t a b f a s t e n e d t o
t h e timing chain cover.
These t w o conditions m a y b e d e t e r m i n e d
by placing your fingers on t h e No.1 cylinder
valves as t h e m a r k on t h e balancer c o m e s
near t h e "0" mark. If t h e valves a r e n o t
moving, t h e engine is in t h e No. 1 firing
position. If t h e valves m o v e as t h e m a r k
.comes up t o t h e timinq t a b , t h e engine is i n
t h e No. 6 firing position. This m e a n s t h e
engine m u s t b e turned over o n e m o r e t i m e
t o reach t h e No. 1 position.
The a c t u a l valve lash adjustment is m a d e
by f i r s t , backinpr off t h e adjusting nut (rock-
e r arm s t u d nut) until t h e r e is a small
a m o u n t of play in t h e push rod. Next,
tighten t h e adjusting nut t o barely r e m o v e
t h e c l e a r a n c e b e t w e e n t h e push rod and
Rotate the push rod as the rocker arm nut is
tightened to determine the Zero lash position, then
tighten the adjusting nut one additional full turn for
proper adjustment.
rocker a r m . This position m a y b e determin-
ed by rotating t h e push rod with your fingers
while at t h e s a m e t i m e you tighten t h e nut,
as shown in t h e accompanying illustration.
A t t h e point when you c a n n o t r o t a t e t h e
push rod easily, t h e c l e a r a n c e has b e e n
eliminated. Now, t i g h t e n t h e adjusting n u t
314 t u r n m o r e t o p l a c e t h e hydraulic l i f t e r
plunger in t h e c e n t e r cf its travel. No
f u r t h e r a d j u s t m e n t is required.
'This procedure covers: EXHAUST
VALVES 2, 5 , 6 , and 7; INTAKE VALVES 3,
4,6, a n d 8.
C r a n k t h e engine SLOWLY o n e revolu-
tion f r o m i t s position in t h e previous proce-
d u r e until t h e No. 6 piston is in t h e firing
position and t h e m a r k on t h e harmonic bal-
a n c e r is a g a i n aligned w i t h t h e c e n t e r o r "0"
m a r k on t h e timing t a b f a s t e n e d t o t h e
t i m i n g c h i i n cover.
R e p e a t t h e sequence given in t h e pre-
vious procedure until t h e valves listed h a v e
been adjusted.
C o n t i n u e in t h e s a n e manner f o r t h e
s a m e numbered valves on t h e o t h e r head.
For t h o s e who prefer t o adjust t h e valve
lash while t h e engine is running, t h e pre-
f e r r e d method is t o find t h e " zero lash"
described in t h e f i r s t procedure of t h i s sec-
tion, a n d t h e n t o slowly t u r n t h e adjusting
nut 114 t u r n and w a i t s e v e r a l engine revolu-
tions for t h e lifter t o bleed down before
making a f u r t h e r adjustment. DO NOT
a t t e m p t t o t u r n t h e adjusting n u t o n e full
t u r n while t h e engine is operating. Adjust-
m e n t in this manner will not allow t h e
l i f t e r s t o bleed down which could result in
valve t r a i n damage, m o s t likely a b e n t push
rod o r rods.
Continue making this a d j u s t m e n t 1/4
t u r n at- a- time until t h e nut is one c o m p l e t e
t u r n down f r o m "zero lash" point. R e p e a t
t h e sequence until all of t h e valves h a v e
been properly adjussuted.
Install t h e rocker a r m covers. ALWAYS
use new gaskets. Check t o be sure the
c o v e r hole r e i n f o r c e m e n t s a r e in place.
Tighten t h e s c r e w s t o t h e t o r q u e value given
in t h e Specifications in t h e Appendix.
C l o s e t h e w a t e r d r a i n valves.
S t a r t t h e engine and c h e c k f o r leaks.
CAUTION: Water m u s t c i r c u l a t e through
t h e lower unit to t h e engine any t i m e t h e en-
gine is r u n to p r e v e n t d a m a g e to t h e w a t e r
p u m p i n t h e lower unit. J u s t f i v e s e c o n d s
w i t h o u t w a t e r will d a m a g e t h e w a t e r pump.
 © pdfmanualpublisher.com 2005 GMC V8 3-73

3-30 PISTON, RING,

AND ROD SERVICE

T h i s s e c t i o n provides d e t a i l e d p r o c e d u r e s
f o r removing, disassembling, cleaning, in-
specting, assembling, a n d installing t h e
c o m p l e t e piston- rod assembly. All p a r t s
MUST b e k e p t t o g e t h e r b e c a u s e if t h e old
pistons a r e s e r v i c e a b l e , t h e y MUST b e in-
s t a l l e d on t h e rods f r o m which t h e y w e r e
r e m o v e d and installed in t h e s a m e bore.

REMOVAL

Drain t h e w a t e r f r o m t h e block by open-

ing a l l of t h e drain valves.
R e m o v e t h e engine, see S e c t i o n 3-23.
R e m o v e both cylinder heads, see
S e c t i o n 3-28.
R e m o v e t h e oil pan, see S e c t i o n 3-24.
If a shoulder o r ridge e x i s t s in t h e cylin-
d e r bores a b o v e t h e ring t r a v e l , t h e y m u s t
be r e m o v e d w i t h a ridge r e a m e r o r t h e rings
m a y be d a m a g e d or t h e ring l a n d s ( t h e a r e a The rod bolt threads must always be covered with a
piece of rubber hose to prevent damage t o the crank-
b e t w e e n t h e grooves) m a y b e d a m a g e d dur- shaft bearing surface by the rod threads scraping as the
ing removal. piston assembly is removed.
Before using t h e r e a m e r , t u r n t h e crank-
s h a f t until t h e piston i s a t t h e b o t t o m of i t s
s t r o k e , a n d then place a c l o t h on t o p of t h e
piston t o c o l l e c t t h e cuttings. After t h e
ridge is removed, t u r n t h e c r a n k s h a f t until
t h e piston i s a t t h e t o p of i t s s t r o k e t o
r e m o v e t h e c l o t h and cuttings.

Due to borderline lubrication conditions, the cylin-

der walls wear the most at the top. A11 measurements A ridge remover MUST be used to cut the ridge from
MUST be made in this worn area. This cylinder bore has the top of the cylinder walls. The stop under the blade
been surfaced with a fine hone t o remove the glaze for prevents cutting into the walls too deeply. NEVER cut
better piston ring seating. more than 1/32" below the bottom of the ridge.
3-74 ENGINE SERVICE © pdfmanualpublisher.com 2005

Identify e a c h piston, connecting rod, a n d

c a p with a quick drying paint or silver pencil
t o ensure e a c h p a r t will be replaced in t h e
e x a c t position from which i t was removed.
Beginning a t t h e forward end of t h e crank-
case, t h e cylinders in t h e port bank a r e
numbered 1-3-5-7 and in t h e starboard bank
2-4-6-8.
Remove t h e c a p and bearing shell from
No. 1 connecting rod, then install a con-
necting rod bolt guide hose on t h e bolts t o
hold t h e upper half of t h e bearing shell in
place. Push t h e piston and rod assembly up
and o u t of t h e cylinder. It will be necessary
t o turn t h e crankshaft slightly t o disconnect
s o m e of t h e connecting rod and piston
assemblies and t o push them o u t of their
cylinders. Remove t h e guides and install
t h e bearing shells and c a p on t h e rod.
Continue in a similar manner until all of
t h e piston and rod assemblies have been
removed, partially reassembled t o keep t h e
p a r t s matched, and t h e assemblies hung or
placed in order.
CLEANING AND INSPECTING
If t h e engine has over 750 hours of
service, or if t h e piston and rod assembly
has been removed, i t is considered good shop
p r a c t i c e t o replace t h e piston pins. Loose
piston pins, coupled with tight rings, will
c a u s e piston pin noises. These noises may
disappear a s t h e engine loosens.
Most mechanics have t h e piston pin work
done by a machine shop with t h e necessary
equipment and trained people t o perform a
precision job. If done in t h e machine shop,
t h e connecting rods will be aligned so t h e
pistons and rings will run t r u e with t h e
cylinder walls.
The ring grooves must be thoroughly cleaned t o
permit the new rings t o seat properly. T A K E CARE
not to nick the sealing surfaces, or the ring will leak
compression.
cracks, or other damage. Check t h e t o p of
t h e piston f o r any sign of "piston burn"
caused by pre-ignition, poor quality gaso-
line, improper timing, or w a t e r in gas.
R e p l a c e any piston t h a t is damaged or
shows signs of excessive wear. Inspect t h e
grooves f o r nicks or burrs t h a t might c a u s e
t h e rings t o hang-up. Measure t h e piston
skirt (across t h e centerline of t h e piston pin)
and check t h e c l e a r a n c e in t h e cylinder
bore. The clearance should not be g r e a t e r
than 0.0023".
A f t e r t h e rings a r e installed on t h e
piston, t h e c l e a r a n c e in t h e grooves needs t o
be checked with a f e e l e r gauge. The recom-
mended clearance between t h e ring and t h e
upper land is 0.006". Ring wear f o r m s a
s t e p a t t h e inner portion of t h e upper land.
If t h e piston grooves have worn t o t h e
e x t e n t t o cause high steps on t h e upper land,
t h e s t e p will i n t e r f e r e with t h e operation of
new rings and t h e ring c l e a r a n c e will be t o o
much. Therefore, if steps exist in any of
t h e upper lands t h e piston should be re-
placed.

PISTONS AND PINS

Remove t h e compression rings with a n

expander. Remove t h e oil ring by removing
t h e two rails and t h e spacer-expander,
which a r e s e p a r a t e pieces in e a c h piston's
third groove.
Use a cleaning solvent t o remove t h e
varnish from t h e piston skirts and pins.
NEVER use a wire-brush on any p a r t of t h e
piston. Clean t h e ring grooves with a
groove cleaner and make sure t h e oil ring
holes and slots a r e clean. Inspect t h e piston
ring lands ( t h e m a t e r i a l between t h e ring
grooves) t h e skirts, and pin bosses f o r Pre-ignition caused this piston crown to melt.
 © pdfmanualpublisher.com 2005 GMC V8 3-45

A properly fitted pin should support its own weight

in either pin boss when it has been coated with light
engine oil a t room temperature.

The cylinder head gasket surface rnust be checked

for any uneven condition. Surface irregularities MUST
NOT exceed 0.003" in any six-inch space. Three measurements with a micrometer should be
made t o determine piston pin wear. One, on the unworn
section (center), the second and third, on both ends.
Comparing any difference will indicate the amount o f
wear.

Using a micrometer t o measure the piston

An arbor press and a special tool should be used t o circumference. Check used pistons for out-of-
remove pressed-in piston pins. roundness at the same time.
 3-76 ENGINE SERVICE © pdfmanualpublisher.com 2005

ADAPT0 R PILOT

P I S T ~ NPIN P I GAUGE

CONNECTING ROD L

Arrangement of special tools required to properly

install a piston pin through the piston.
New compression rings on new pistons
should have a s i d e c l e a r a n c e of 0.0012" t o
0.0032". The oil ring should h a v e a s i d e
c l e a r a n c e of 0.0005" t o 0.0065".
PISTON ASSEMBLING
S e t up Tool BT-6408 a n d A d a p t e r BT-
6408-4, as shown. T h e piston a n d rod
assembly m u s t b e m a t e d as shown f o r r i g h t
a n d l e f t bank rods. T h e n o t c h in t h e piston
MUST f a c e f o r w a r d f o r t h e r i g h t bank cylin-
ders, a n d f a c e a f t f o r t h e l e f t bank cylin-
ders.
Assemble t h e piston a n d rod on t h e
spring-loaded guide pin. Lubricate t h e
piston pin t o avoid d a m a g e when i t is
The pisto? ring side clearance MUST NOT exceed
0.004".
pressed through t h e c o n n e c t i n g rod. Install
t h e d r i v e pin in t h e upper e n d of t h e piston
pin. P r e s s on t h e d r i v e pin until t h e piston
pin bottoms. R e m o v e t h e piston and rod
a s s e m b l y f r o m t h e press.
R o t a t e t h e piston on t h e pin t o be s u r e
t h e pin w a s n o t d a m a g e d during t h e pressing
operation.
If a single c h r o m e p l a t e d compression
ring i s used, i t MUST be installed in t h e TOP
groove. All c o m p r e s s i o n rings a r e m a r k e d
w i t h a dimple, a l e t t e r "T" a l e t t e r "Ow, o r
t h e word TOP t o identify t h e s i d e of t h e ring
which m u s t b e a s s e m b l e d t o w a r d t h e t o p of
t h e piston.

Check the piston ring end gap with a feeler gauge,

as shown. Grinding ring ends to obtain proper end gap.
 © pdfmanualpublisher.com 2005
Install t h e oil ring spacer in t h e oil ring
groove and align t h e ring gap with t h e piston
pin hole. Hold t h e spacer ends butted, and
then install a s t e e l rail on t h e t o p side of
t h e spacer. Position t h e gap at l e a s t 1" t o
t h e l e f t of t h e spacer gap, and then install
t h e second rail on t h e lower side of t h e
spacer. Position t h e g a p a t l e a s t 1" t o t h e
right of t h e spacer gap. Flex t h e oil ring
assembly in i t s groove t o make sure t h e ring
is f r e e and does not bind in t h e groove at
any point.
The pistons a r e cam-ground, which
means t h e d i a m e t e r a t a right angle t o t h e
piston pin is more than t h e diameter parallel
t o t h e piston pin. When a piston is checked
f o r size, i t must b e measured with microme-
t e r s applied t o t h e skirt a t points 90' t o t h e
piston pin. The piston should be measured
for f i t t i n g purposes 114" below t h e bottom
of t h e oil ring groove.
Inspect t h e piston pin bores and piston
pins for wear. Piston pin bores and piston
pins must be f r e e of varnish or scuffing
when being measured with a dial bore gauge
or an inside micrometer. If t h e clearance is
g r e a t e r than 0.000lW, t h e piston and/or
piston pin should be replaced.
Irspect t h e b e a r I n ~ srerfaces of t h e
piston pins. Use a r r i c r s r s e t c r t o check f o r
wear by rneasurinc t h e worn a n l unworn
stdaces. R w p h or w r n pins MUST b e
replaced. T e s t t h e f i t of each pin with i t s
and a hone. A L WA Y S keep the tool m&ng in long even
strokes over the entire depth of the cylinder.
GMC V8 3-77
piston boss. If t h e boss is worn out-of-
round, t h e piston and pin assembly MUST b e
replaced.
The pistons a r e locked in t h e rod by a
press f i t and t h e pins t u r n in t h e pistons.
Oversize pins a r e available in 0.0015",
0,00311,0.005", and 0.010If oversize.
CYLINDER BORES
Inspect t h e cylinder walls f o r scoring,
rouehness, or ridges which indicate exces-
sive wear. Check t h e cylinder gauge at t h e
top, middle, and bottom of t h e bore, both
parallel and a t right angles t o t h e centerline
of t h e engine.
A cylinder bore which is tapered 0.005"
or more, or is out-of-round 0.003" or m o r e ,
must be reconditioned.
-
ROD BOLTS AND NUTS
Check t h e rod bolts and nuts f or d e f e c t s
in t h e threads. Inspect t h e inside of t h e rod
bearing bore f c r evidence of galling, which
i n d i c s k s t h e i n s e r t is loose enough t o move
around. Check t h e parting cheeks t o be sure
t h e c a p or red has not been filed. R e p l a c e
any defective reds.
Cylinder wall taper and wear measured with a bore
gauge indicator.
3-78 ENGINE SERVICE © pdfmanualpublisher.com 2005

RINGS

The glazed cylinder walls should be

slightly dulled, without increasing t h e bore
d i a m e t e r , if new piston rings a r e t o be
installed. This glazing i s best accomplished
using t h e finest g r a d e of s t o n e s of a cylinder
hone. The cylinder bores and piston grooves
must b e clean, dry, and f r e e of any carbon
deposits o r burrs. New piston rings must b e
checked f o r c l e a r a n c e in t h e piston grooves
and for end g a p in t h e cylinder bores.
The oil-control rings consist of t w o seg-
m e n t s (rails) and a spacer. Piston rings a r e
furnished in standard sizes and 0.020fl,
0.03OW, and 0.040" oversize. To check t h e
end g a p of compression rings, f i r s t place
e a c h ring in t h e cylinder i n t o which i t will
be used. Next, square t h e ring in t h e bore
using t h e upper end of a piston. Now
measure t h e gap with a f e e l e r gauge. End
g a p for t h e t o p ring should be 0.010" t o
0.020"; f o r t h e second ring, 0.013" t o 0.023".
The oil ring rail gap should be 0.015" t o
0.055". If t h e gap is less than specified, t h e
ends of t h e ring c a n be filed carefully with a Using a ring compressor t o install the assembled
fine file until t h e proper gap is reached. piston into the cylinder. Tap LIGHTLY with the wooden
handle of a tool t o work the piston into position.

Proper installation of a new ring into the piston ring groove. Notice how the ring is bent slightly upward ( l e f t ) .
After the ring is started, the ring is rotated around and over the top of the piston (right). The ring will feed into the
groove and the end will finally snap into place.
 © pdfmanualpublisher.com 2005
GMC V8 3-79

A f t e r you a r e s a t i s f i e d t h e cylinder
bores, pistons, c o n n e c t i n g rod bearings, and
c r a n k s h a f t journals a r e as c l e a n as possible, PLACE PLASTIGAGE FULL WIDTH
t h e n c o a t a l l of t h e b e a r i n g s u r f a c e s w i t h OF JOURNAL ABOUT
e n g i n e oil. Position t h e crankpin s t r a i g h t % INCH OFF CENTER
down. R e m o v e t h e c o n n e c t i n g rod c a p a n d
w i t h t h e bearing upper shell s e a t e d in t h e
rod, install t h e c o n n e c t i n g rod guides t o hold
t h e upper bearing shell in p l a c e and p r e v e n t
d a m a g e t o t h e crankpin.
C o a t t h e piston a n d rings w i t h e n g i n e oil,
a n d t h e n install t h e a s s e m b l y in t h e proper
n u m b e r e d cylinder b o r e by compressing t h e
rings w i t h a ring compressor. Use t h e
wooden e n d of a h a m m e r handle t o push t h e INSTALLING
piston down i n t o t h e cylinder. NEVER ham-
m e r on t h e piston in a n a t t e m p t t o g e t i t
i n t o t h e cylinder b e c a u s e a ring m a y b e
c a u g h t and you could s n a p it. Install t h e c a p
w i t h a n e w lower bearing shell a n d t i g h t e n CHECK WIDTH OF PLASTIGAGE
b o t h n u t s t o t h e t o r q u e value given in t h e
Specifications in t h e Appendix. 2" CLEARANCE
Install t h e o t h e r piston a s s e m b l i e s in a
similar m a n n e r paying p a r t i c u l a r a t t e n t i o n
t o install e a c h used piston assembly i n t o t h e
s a m e cylinder f r o m which i t w a s removed.
A f t e r a l l piston and rod a s s e m b l i e s a r e
properly installed a n d t h e b e a r i n g c a p n u t s
h a v e been t i g h t e n e d t o t h e proper t o r q u e
value, c h e c k t o b e s u r e t h e oil s p i t holes in
t h e c o n n e c t i n g rods a r e f a c i n g t h e c a m -
s h a f t , a n d t h e e d g e of t h e rod c a p i s on t h e
s a m e s i d e as t h e conical boss on t h e connec-
t i n g rod web. T h e s e m a r k s ( t h e r i b a n d boss)
After the connecting rod cap has been properly
will b e t o w a r d t h e o t h e r c o n n e c t i n g rod on tightened, and then removed, the flattened Plastigage
t h e s a m e crankpin. C h e c k t h e e n d c l e a r - can be compared with the scale on the side of the
a n c e b e t w e e n t h e c o n n e c t i n g rods on e a c h package and the amount o f clearance accurately deter-
crankpin. T h e c l e a r a n c e should be b e t w e e n mined.
0.005" a n d 0.012".

SCRATCHES INTO BEARING MATERIAL

SCRATCHED BY DIRT LACK O F O I L TMPROPER SEATING

ROM ENTIRE SURFACE

TAPERED JOURNAL RADIUS RIDE

Examples of various wear patterns on bearing halves, including possible reasons for the condition.
3-80 ENGINE SERVICE © pdfmanualpublisher.com 2005
Install t h e oil pan, see S e c t i o n 3-24.
Install t h e cylinder heads, see S e c t i o n 3-
28.
Install t h e engine, see S e c t i o n 3-23.
Fill t h e c r a n k c a s e w i t h t h e proper
w e i g h t oil.
C l o s e t h e w a t e r drain valves.
S t a r t t h e engine, run i t at r e d u c e d s p e e d
f o r t h e f i r s t hour, a n d c h e c k f o r leaks.
CAUTION: Water must circulate through
the lower unit to the engine any time the en-
gine is run to prevent damage to the water
pump in the lower unit. Just five seconds
without water will damage the water pump.
3-31 CAMSHAFT
If t h e e n g i n e is t o perform properly, t h e
valves m u s t open and close at a p r e d e t e r -
m i n e d precise m o m e n t . O n t h e power
s t r o k e , t h e e x h a u s t valve m u s t o p e n just
b e f o r e b o t t o m d e a d c e n t e r in o r d e r t o per-
m i t t h e e x h a u s t gases t o l e a v e t h e combus-
t i o n c h a m b e r under t h e remaining pressure
(blowdown). O n t h e e x h a u s t s t r o k e , t h e
i n t a k e valve m u s t open just b e f o r e t o p d e a d
c e n t e r in o r d e r t o p e r m i t t h e air- fuel mix-
t u r e t o e n t e r t h e combustion chamber. T h e
m o v e m e n t of t h e valves a r e f u n c t i o n s s f t h e
c a m s h a f t design and t h e valve timing.
Theref o r e , e x c e s s i v e w e a r of a n y c a m s h a f t
p a r t will a f f e c t e n g i n e p e r f o r m a n c e .
Checking the cam shaft l i f t using a special tool
inserted through the push rod hole in the head.
REMOVAL
D r a i n t h e w a t e r f r o m t h e block by open-
ing all of t h e drain valves.
R e m o v e t h e i n t a k e manifold, see S e c t i o n
3-26.
R e m o v e t h e t i m i n g g e a r , see S e c t i o n 3-
33.
Pull t h e s p a r k plug w i r e s f r o m t h e brack-
ets on t h e rocker a r m covers. R e m o v e t h e
s p a r k plug w i r e s f r o m t h e s p a r k plugs.
. R e m o v e t h e r o c k e r a r m covers. Loosen
t h e r o c k e r a r m nuts, a n d t h e n t u r n t h e
rocker a r m s aside.
S e t up s o m e kind cf s y s t e m ts hold t h e
push rods, and t h e n r e m o v e e a c h o n e i n
o r d e r s o t h e y will. b e installed back i n t h e
i d e n t i c a l hole f r o m which t h e y w e r e re-
moved.
TAKE CARE not t o g e t a n y d i r t i n t o t h e
engine p a r t i c u l a r l y i n t o t h e valve l i f t e r s .
U s e c l o t h s and c o m p r e s s e d a i r t o c l e a n t h e
cylinder heads and a d j a c e n t parts.
R e m o v e t h e v a l v e l i f t e r s and k e e o t h e m
in carder. E a c h MUST b e installed i n t o t h e
s a m e valve guide f r o m which i t vtas rernov-
ed.
R e m o v e t h e f u e l p u m p a n d push rod.
CAUTION: Be sure to plug the fuel line
to prevent fuel from siphoning out of
the tank.
Install t w o 51 l6"xl8x5" b o l t s in t h e c a m -
s h a f t s p r o c k e t a n d c a r e f u l l y pull t h e c a m -
s h a f t s t r a i g h t o u t of t h e block. Use
UTMOST CARE n o t t o d a m a g e t h e b e a r i n g
s u r f a c e s in a n y way.
CLEANING
Clean t h e camshaft with solvent and
wipe t h e journals d r y w i t h a lint- free cloth.
ALWAYS handle t h e s h a f t CAREFULLY t o
avoid d a m a g i n g t h e highly finished journal
surfaces. Blow o u t a l l of t h e oil passages
w i t h c o m p r e s s e d air.
C l e a n t h e g a s k e t s u r f a c e s on t h e block
a n d c r a n k c a s e f r o n t cover. C h e c k t h e diam-
e t e r of t h e f i v e c a m s h a f t bearings w i t h a
Example of damaged cam lobes.
 © pdfmanualpublisher.com 2005
m i c r o m e t e r f o r out- of- round condition,
t a p e r , a n d wear. If t h e journals a r e out-of-
round m o r e t h a n O.OOIM, t h e c a m s h a f t should
b e replaced.
C h e c k t h e c a m s h a f t f o r alignment. This
i s b e s t d o n e using "V" blocks a n d a dial
indicator. T h e dial i n d i c a t o r will i n d i c a t e
t h e e x a c t a m o u n t t h e c a m s h a f t i s o u t of
true. If i t i s o u t m o r e t h a n 0.002" dial
i n d i c a t o r reading, t h e c a m s h a f t should b e
replaced. When using t h e dial i n d i c a t o r in
t h i s m a n n e r t h e high reading i n d i c a t e s t h e
high point of t h e shaft. E x a m i n e t h e c a m-
s h a f t bearings a n d if a n y o n e b e a r i n g n e e d s
t o b e replaced, ALL FIVE should b e re-
placed.
CAM SHAFT BEARING REMOVAL
R e m o v a l a n d r e p l a c e m e n t of t h e c a m -
s h a f t bearings should be p e r f o r m e d by quali-
f i e d m e c h a n i c s in a shop equipped t o handle
such work. However, in m o s t cases t h e
block bores f o r t h e bearings c a n be bored t o
a l a r g e r s i z e and o v e r s i z e bearings installed.
BE SURE t o c h e c k w i t h your local m a r i n e
d e a l e r f o r o v e r s i z e bearings available.
CAMSHAFT INSTALLATION
L u b r i c a t e t h e c a m s h a f t journals w i t h en-
gine oil a n d t h e c a m s h a f t lobes w i t h "Moly-
kote" o r equivalent. Add t h e r e m a i n d e r in
t h e c a n t o t h e c r a n k c a s e oil.
Install t h e t w o 5116"-18x4" bolts in t h e
c a m s h a f t bolt holes. Install t h e c a m s h a f t
a s s e m b l y i n t o t h e e n g i n e block. TAKE
CARE t o m o v e t h e s h a f t s t r a i g h t i n t o t h e
block and n o t t o d a m a g e t h e bearings o r
cams.
Install t h e timing s p r o c k e t , t i m i n g chain,
a n d c o v e r , see S e c t i o n 3-33.
Install t h e f u e l pump. Install t h e valve
l i f t e r s a n d push rods in t h e SAME POSITION
f r o m which t h e y w e r e removed. Position
t h e r o c k e r a r m o v e r t h e push rods a n d s t a r t
t h e r o c k e r a r m nuts. Tighten t h e r o c k e r
a r m n u t s slowly a n d a t t h e s a m e t i m e r o t a t e
Handle the camshaft CAREFULLY to prevent
damage t o thelobes or the bearings in the block.
GMC V8 3-8 1
t h e push rod. STOP t i g h t e n i n g t h e n u t when
t h e push rod t u r n s w i t h difficulty, a n d m o v e
on t o t h e n e x t valve. C o n t i n u e in a similar
m a n n e r until a l l of t h e n u t s h a v e b e e n
t i g h t e n e d as just described. F o r t h e a c t u a l
valve a d j u s t m e n t , see S e c t i o n 3-29.
Install t h e i n t a k e manifold, see S e c t i o n
3-26.
C l o s e t h e w a t e r drain valves.
S t a r t t h e e n g i n e a n d c h e c k t o be s u r e oil
i s c i r c u l a t i n g through t h e valve t r a i n and
t h e l i f t e r s a r e n o t m a k i n g e x c e s s i v e noise.
CAUTION: Water must circulate through
the lower unit to the engine any time the en-
gine is run to prevent damage to the water
pump in the lower unit. Just five seconds
without water will damage the water pump.
Install t h e valve c o v e r s w i t h NEW gas-
kets.
3-32 CRANKSHAFT AND MAIN BEARING
SERVICE
S e r v i c e work a f f e c t i n g t h e c r a n k s h a f t o r
t h e c r a n k s h a f t bearings m a y a l s o a f f e c t t h e
c o n n e c t i n g rod bearings. T h e r e f o r e , i t is
highly r e c o m m e n d e d t h a t t h e rod b e a r i n g s
b e c a r e f u l l y i n s p e c t e d as t h e y a r e removed,
see S e c t i o n 3-30.
If t h e crankpins a r e worn t o t h e e x t e n t
t h a t t h e c r a n k s h a f t should b e r e p l a c e d o r
reground, t h e n this work should be d o n e in a
qualified shop. A t t e m p t i n g t o s a v e t i m e a n d
money by m e r e l y r e p l a c i n g t h e c r a n k s h a f t
bearings will n o t give s a t i s f a c t o r y e n g i n e
performance.
CRANKSHAFT REMOVAL
D r a i n t h e w a t e r f r o m t h e block by open-
ing a l l of t h e drain valves.
R e m o v e t h e engine, see S e c t i o n 3-23.
R e m o v e t h e oil pan, see S e c t i o n 3-24.
R e m o v e t h e oil pump, see S e c t i o n 3-25.
R e m o v e t h e flywheel a n d coupler.
R e m o v e t h e main bearing c a p s a n d con-
n e c t i n g rod c a p s Push t h e pistons t o t h e t o p
of t h e cylinders. L i f t t h e c r a n k s h a f t o u t of
t h e cylinder block.
I n s p e c t t h e c r a n k s h a f t . T h e No. 1, 2, 3,
and 4 m a i n b e a r i n g s a r e ground t o 2.4484" t o
2.449311* T h e No. 5 b e a r i n g i s ground t o
2.4479" t o 2.4488", a n d t h e crankpin journals
a r e ground t o 2.099" t o 2.100". C h e c k t h e s e
dimensions with a m i c r o m e t e r f o r ou-of-
round, t a p e r , or undersize. If t h e journals
e x c e e d 0.001" cur-of-round o r t a p e r , t h e
3-82 ENGINE SERVICE © pdfmanualpublisher.com 2005

c r a n k s h a f t should b e r e p l a c e d or recondi-
tioned t o a n u n d e r s i z e f i g u r e t o p e r m i t
installation of undersize precision- type
bearings.

CLEANING

Clean t h e crankshaft with solvent and

wipe t h e journals d r y w i t h a lint- free cloth.
ALWAYS handle t h e s h a f t c a r e f u l l y t o avoid
d a m a g i n g t h e highly finished journal sur-
faces. Blow o u t a l l of t h e oil p a s s a g e s w i t h
c o m p r e s s e d air. Oil passageways l e a d f r o m
t h e rod t o t h e main bearing journal. TAKE
CARE n o t t o blow d i r t i n t o t h e main b e a r i n g
journal bore.
M e a s u r e t h e d i a m e t e r of e a c h journal at
f o u r p l a c e s t o d e t e r m i n e t h e out- of- round,
t a p e r , and wear. T h e out- of- round l i m i t is
0.001"; t h e t a p e r m u s t n o t e x c e e d 0.001";
and t h e w e a r l i m i t i s 0.0035". If a n y of
these limits is exceeded, t h e crankshaft
m u s t b e reground t o a n undersize, a n d un-
dersized b e a r i n g i n s e r t s m u s t be installed.
While c h e c k i n g t h e runout a t e a c h jour-
nal t a k e t i m e t o n o t e t h e r e l a t i o n of t h e
"high" s p o t (or maximum e c c e n t r i c i t y ) on
e a c h journal t o t h e others. "High" s p o t s o n
a l l journals should c o m e at t h e s a m e angular
location. If t h e "high" s p o t s d o n o t a p p e a r
t o be in t h e s a m e angular locations, t h e Removing the rear main bearing cap oil seal using a
screwdriver.
c r a n k s h a f t h a s a "crook" o r "dogleg" in i t
making i t unsatisfacory f o r service.

BRIGHT POLISHED SECTIONS

SCRATCHED BY DIRT LACK O F O I L IMPROPER SEATING

ROM ENTIRE SURFACE

TAPERED JOURNAL RADIUS RIDE FATIGUE FAILURE

Examples of various wear patterns on bearing halves, including possible reasons for the condition.
 © pdfmanualpublisher.com 2005
GMC V8 3-83

BEFORE INSTALLATION

TAKE TIME t o read t h e good words in

t h e next f e w paragraphs before s t a r t i n g a n y
crankshaft or main bearing work. Many of
t h e f a c t s given, you probably already know,
o t h e r s may be new, a n d all of t h e informa-
tion will assist you in completing t h e work
in t h e shortest t i m e and with assurance of
s a t i s f a c t o r y engine performance a f t e r com-
pletion.
Main bearings a r e of t h e precision insert
type and d o not utilize shims for adjust-
ment. If c l e a r a n c e s a r e found t o be exces-
sive, a new bearing, both upper and lower
halves, must be installed. Bearings a r e
available in standard s i z e and as 0.00lW,
0.009", and 0.020" undersize.
In order t o obtain close tolerances in
production, selective f i t t i n g s f both rod and
main bearing inserts is necessar y . For t h i s
reason you may find one half of a standard
insert with one half of a 0.001" undersize
insert which will d e c r e a s e t h e c l e a r a n c e
0.0005" from using a full standard bearing.
If a production crankshaft c a n n o t be
precision f i t t e d by this method, i t is t h e n Use a rounded tool to roll the top oil seal into its
ground 0.009" undersize only on t h e main groove after it has been well lubricated.
journals. A 0.009" undersize bearing and a
0.010" undersize bearing may be used f o r
precision f i t t i n g in t h e s a m e manner as just
described. ~ n engine y f i t t e d with a 0.009"
undersize crankshaft will b e identified by
t h e following markings: ".009" will be
stamped on t h e crankshaft counterweight
forward of t h e c e n t e r main bearing journal.
A figure "9" will be stamped on t h e block at
t h e l e f t f r o n t oil pan rail.
If, for any reason, t h e main bearing c a p s
a r e replaced, i t may be necessary t o shim
t h e bearing. Laminated shims for e a c h c a p
a r e available for service. The amount of
shimming required will depend on t h e bear-
ing clearance.

SEALER ER

After new main bearing inserts have been installed,

measure the cranlcshaft end play. The clearance for the
Proper installation of the seal in the rear main small-block engine should be 0.002" t o 0.006", and for
bearing cap. the large-block engine, 0.006" to 0.010".
 3-84 ENGINE SERVICE © pdfmanualpublisher.com 2005
PLACE Plostigoge FULL WIDTH OF
JOURNAL ABOUT Yi INCH
OFF CENTER
CHECK WIDTH OF Plostigoge
\ case. Place paper shims in t h e upper half of
t which most closely corresponds t o t h e width
INSTALLING Plartigoge
After the connecting rod cap has been properly
tightened, and then removed, the flattened Plastigage
can be compared with the scale on the side of the
package and the amount of clearance accurately deter-
mined.
INSTALLATION
With engine held in t h e bottom-up posi-
tion, install t h e upper half of e a c h bearing
in i t s proper location. Carefully lower t h e
crankshaft into position in t h e bearing
halves on t h e block.
Plastigage is soluble in oil. Therefore,
clean t h e crankshaft journal thoroughly of
all t r a c e s of oil, and then turn t h e crank-
s h a f t until t h e oil hole i s down t o avoid
g e t t i n g oil on t h e Plastigage. Whenever you
turn t h e crankshaft with t h e r e a r bearing
II
) PRY FORWARD
THRUST BEARING
HOLD
CRANKSHAFT
FORWARD
PRY CRANKSHAFT FORWARD
The thrust bearing MUST be aligned properly before it is tightened. Alignment is accomplished by first prying the
crankshaft forward, then prying the main bearing cap backward, and finally tightening the bolts to the torque value
given in the Specifications in the Appendix.
c a p removed, hold t h e oil seal t o prevent i t
from rotating o u t of position in t h e crank-
a d j a c e n t bearings and tighten t h e c a p bolts
t o t a k e t h e weight off of t h e shell of t h e
bearing being checked.
Place a piece of Plastigage lengthwise
along t h e bottom c e n t e r of t h e lower bear-
ing shell, and then install t h e c a p with t h e
shell and tighten t h e bolt nuts t o a torque
value given in t h e Specifications in t h e
Appendix.
Remove t h e bearing c a p and measure t h e
f l a t t e n e d Plastigage at i t s widest point
using t h e scale printed on t h e Plastigage
envelope. The number within t h e graduation
of t h e Plastigage indicates t h e bearing
c l e a r a n c e in thousandths of a n inch.
C o m p a ~ e t. h e bearing c l e a r a n c e against
t h e Specifications in t h e Appendix. If t h e
bearing c l e a r a n c e exceeds t h e specifica-
tions, i t is advisable t o install a new bear-
ing. However, if t h e bearing is in good
condition and i s not being checked because
of bearing noise, i t is not necessary t o
replace t h e bearing. A f t e r finishing t h e
Plastigage check, install t h e bearing c a p
again and tighten t h e c a p bolts t o t h e torque
value given in t h e Specifications in t h e
Appendix, then loosen i t 1/2 turn.
Continue making t h e Plastigage t e s t a t
e a c h bearing. When all bearings have been
installed and t e s t e d , tighten t h e c a p bolts
again t o t h e required torque valve.
Install t h e rod caps, s e e Section 3-30.
Install t h e oil pump, see Section 3-25.
-.
1) 4\ PRY CAP
BACKWARD
THRUST
BEARING 11
H O L D CRANKSHAFT
FORWARD
PRY CAP BACKWARD T I G H T E N CAP 'J
 © pdfmanualpublisher.com 2005
Install t h e oil pan, see S e c t i o n 24.
Install t h e flywheel a n d coupler.
Install t h e engine, see S e c t i o n 3-23.
Fill t h e c r a n k c a s e w i t h t h e proper
w e i g h t oil.
C l o s e t h e w a t e r drain valves.
S t a r t t h e e n g i n e a n d c h e c k f o r leaks.
CAUTION: Water must circulate through
the lower unit to the engine any time the en-
gine is run to prevent damage to the water
pump in the lower unit. Just five seconds
without water will damage the water pump.
MAIN BEARING REMOVAL
Drain t h e w a t e r f r o m t h e block by open-
ing all of t h e drain valves.
R e m o v e t h e engine, see S e c t i o n 3-23.
R e m o v e t h e oil pan, see S e c t i o n 3-24.
R e m o v e t h e oil pump, see S e c t i o n 3-25.
R o t a t i n g t h e c r a n k i s m u c h e a s i e r if t h e
rod c a p s a r e removed, see S e c t i o n 3-30.
BEFORE s t a r t i n g t h e a c t u a l r e m o v a l of
t h e main bearings, TAKE TIME t o r e a d t h e
i n f o r m a t i o n in t h e n e x t f e w paragraphs.
You a r e probably f a m i l i a r w i t h m a n y of t h e
f a c t s given, b u t s o m e of i t m a y be new f o r
t h e s e e n g i n e s a n d a l l of t h e good words will
a s s i s t you i n doing t h e work in t h e l e a s t
a m o u n t of t i m e a n d w i t h a s s u r a n c e of satis-
f a c t o r y p e r f o r m a n c e a f t e r t h e job i s com-
plete.
Main bearings a r e of t h e precision i n s e r t
t y p e a n d d o n o t u t i l i z e shims f o r adjust-
m e n t . If c l e a r a n c e s a r e found t o be exces-
sive, a n e w bearing, both upper a n d lower
halves m u s t b e installed. Bearings a r e
a v a i l a b l e in s t a n d a r d s i z e a n d as O.OOltl,
0.009", a n d 0.020" undersize.
In o r d e r t o o b t a i n close t o l e r a n c e s in
production, s e l e c t i v e f i t t i n g of both rod and
main b e a r i n g i n s e r t s i s necessary. For t h i s
r e a s o n you m a y f i n d o n e half of a s t a n d a r d
i n s e r t w i t h o n e half of a 0.001" u n d e r s i z e
i n s e r t which will d e c r e a s e t h e c l e a r a n c e
0.0005" f r o m using a full s t a n d a r d bearing.
If a production c r a n k s h a f t c a n n o t b e
precision f i t t e d by t h i s m e t h o d , i t i s t h e n
ground 0.009" undersize only on t h e main
journals. A 0.009" undersize b e a r i n g a n d a
0.010" undersize bearing m a y be used f o r
precision f i t t i n g in t h e s a m e m a n n e r as just
described. Any e n g i n e f i t t e d w i t h a 0.009"
u n d e r s i z e c r a n k s h a f t will b e identified by
t h e following markings: ".00Y1 will b e
s t a m p e d on t h e c r a n k s h a f t c o u n t e r w e i g h t
f o r w a r d of t h e c e n t e r main bearing journal.
A f i g u r e "9" will be s t a m p e d on t h e block a t
GMC V8 3-85
t h e l e f t f r o n t oil pan rail.
If, f o r a n y reason, t h e main bearing c a p s
a r e replaced, i t m a y b e n e c e s s a r y t o shim
t h e bearing. L a m i n a t e d shims f o r e a c h c a p
a r e a v a i l a b l e f o r service. T h e a m o u n t of
shimming required will d e p e n d on t h e bear-
ing c l e a r a n c e .
In g e n e r a l , e x c e p t f o r No. 1 bearing, t h e
lower half of t h e b e a r i n g will show m o r e
w e a r and f a t i g u e t h a n t h e upper half. If you
d e t e r m i n e , f r o m inspection, t h a t t h e l o w e r
half is s u i t a b l e f o r use, t h e n i t i s s a f e t o
a s s u m e t h e upper half i s a l s o s a t i s f a c t o r y .
HOWEVER, if t h e lower half shows e v i d e n c e
of w e a r o r d a m a g e , both t h e upper a n d
lower halves MUST b e replaced. NEVER
r e p l a c e o n e half of t h e bearing w i t h o u t
r e p l a c i n g t h e o t h e r half.
Clean t h e crankshaft with solvent and
wipe t h e j o w n a l s d r y w i t h a lint- free cloth.
Blow o u t a l l of t h e oil passages w i t h com-
pressed a i r . T h e oil passageways l e a d f r o m
t h e rod t o t h e main b e a r i n g journal. TAKE
CARE n o t t o blow a n y d i r t i n t o t h e m a i n
b e a r i n g journal bore.
CHECKING MAIN BEARING CLEARANCE
P l a s t i g a g e i s soluble in oil, t h e r e f o r e ,
c l e a n t h e c r a n k s h a f t journal thoroughly of
all t r a c e s of oil. With e n g i n e held in t h e
bottom- up position, turn the crankshaft
until t h e oil hole i s down t o avoid g e t t i n g
oil on t h e Plastigage. Whenever you t u r n
t h e crankshaft with t h e rear bearing c a p
r e m o v e d , hold t h e oil s e a l t o p r e v e n t i t f r o m
r o t a t i n g o u t of position in t h e c r a n k c a s e .
P l a c e p a p e r shims in t h e upper half of
a d j a c e n t bearings a n d t i g h t e n t h e c a p b o l t s
t o t a k e t h e w e i g h t off of t h e shell of t h e
b e a r i n g being checked.
P l a c e a p i e c e of P l a s t i g a g e l e n g t h w i s e
a l o n g t h e b o t t o m c e n t e r of t h e lower bear-
ing shell, a n d t h e n install t h e c a p w i t h t h e
shell a n d t i g h t e n t h e bolt n u t s t o a t o r q u e
value given in t h e S p e c i f i c a t i o n s in t h e
Appendix.
R e m o v e t h e b e a r i n- g c a p and m e a s u r e t h e
f l a t t e n e d P l a s t i g a g e at i t s widest point
using t h e s c a l e p r i n t e d on t h e P l a s t i g a g e
envelope. T h e n u m b e r within t h e g r a d u a t i o n
which m o s t closely c o r r e s p o n d s t o t h e w i d t h
of t h e P l a s t i g a g e i n d i c a t e s t h e b e a r i n g
c l e a r a n c e in t h o u s a n d t h s of a n inch.
Under norm a1 s e r v i c e conditions, m a i n
b e a r i n g journals will w e a r e v e n l y a n d a r e
seldom f o u n d t o b e ou t-of -round. H o w e v e r ,
if a bearing i s being f i t t e d t o an out-of-
3-86 ENGINE SERVICE © pdfmanualpublisher.com 2005

round journal (0.001" m a x i m u m ) b e s u r e t o C l e a n t h e c r a n k s h a f t journal w i t h sol-

f i t t h e bearing t o t h e m a x i m u m d i a m e t e r of vent and wipe i t d r y w i t h a lint-f r e e cloth.
t h e journal, If t h e b e a r i n g is f i t t e d t o t h e I n s p e c t t h e journals a n d t h r u s t f a c e s ( t h r u s t
minimum d i a m e t e r a n d t h e journal is out-of- bearing) f o r nicks, burrs, o r b e a r i n g parti-
round by 0.001", i n t e r f e r e n c e b e t w e e n t h e c l e s t h a t would c a u s e b e a r i n g wear.
b e a r i n g and t h e journal will r e s u l t i n rapid If t h e r e a r m a i n b e a r i n g is being re-
b e a r i n g failure. If t h e f l a t t e n e d gauging p l a c e d , r e m o v e and discard t h e r e a r oil s e a l
p l a s t i c t a p e r s t o w a r d t h e middle or ends, f r o m t h e bearing cap. In o r d e r t o r e m o v e
t h e r e i s a d i f f e r e n c e in c l e a r a n c e i n d i c a t i n g t h e block half of t h e r e a r oil s e a l , i t will b e
t a p e r , low s p o t , o r o t h e r i r r e g u l a r i t y of t h e n e c e s s a r y t o loosen a l l of t h e m a i n b e a r i n g
b e a r i n g o r journal. BE SURE t o m e a s u r e t h e c a p bolts, a n d t h e n t o r a i s e t h e c r a n k s h a f t
journal w i t h a m i c r o m e t e r if t h e f l a t t e n e d just a hair (not over 1/32 inch).
P l a s t i g a g e i n d i c a t e s m o r e t h a n 0.001" T h e oil s e a l in t h e c y l i n d e r block m a y b e
difference. r e m o v e d w i t h a s e a l r e m o v a l tool or by
If t h e b e a r i n g c l e a r a n c e i s within speci- i n s e r t i n g a m e t a l s c r e w i n t o o n e e n d of t h e
f i c a t i o n s , t h e bearing i n s e r t i s s a t i s f a c t o r y . s e a l a n d t h e n pulling on t h e s c r e w t o r e m o v e
If t h e c l e a r a n c e is not within s p e c i f i c a t i o n s , t h e seal. USE EXTRA CARE w h e n working
r e p l a c e t h e insert. ALWAYS r e p l a c e b o t h around t h e journals n o t t o s c r a t c h o r dam-
t h e upper and lower i n s e r t t o g e t h e r as a a g e t h e highly finished s u r f a c e s in a n y way.
unit. NEVER just o n e half. C o a t the n e w s e l e c t e d s i z e upper b e a r i n g
If a new bearing is being installed i n t h e w i t h oil a n d t h e n i n s e r t t h e plain (unnotch-
c a p , and t h e c l e a r a n c e is less t h a n 0.001", e d ) e n d b e t w e e n t h e c r a n k s h a f t and t h e
i n s p e c t t h e cars f o r burrs or nicks. If none
a r e found, t h e n install shirr,s on t h e b e a r i n g
s h ~ d d e r as s required. PLACE PLASTIGAGE FULL WIDTH
A s t a n d a r d 0.001" o r 0.00211 undersize OF JOURNAL ABOUT
b e a r i n g m a y give t h e proper c l e a r a n c e . If 'A INCH OFF CENTER
t h e undersize bearing d o e s not give proper
c l e a r a n c e , t h e c r a n k s h a f t journal will h a v e
t o be reground f o r u s e w i t h t h e n e x t under-
s i z e bearing.
C o n t i n u e t h e p r o c e d u r e until a l l of t h e
bea-ings h a v e b e e n checked. Rotate t h e
c r a n k s h a f t t o b e s u r e t h e r e is an e v e n d r a g
f o r t h e c o m p l e t e t u r n w i t h o u t binding in a n y
one spot.
M e a s u r e t h e c r a n k s h a f t e n d play by f i r s t INSTALLING PLASTlGAGE
f o r c i n g t h e c r a n k s h a f t tc t h e e w t r e r e f r o n t
position. Next m e a s u r e t h e c l e a r a n c e at t h e
f r o n t end of t h e r e a r m a i n b e a r i ~ c r with a CHECK WIDTH OF PLASTIGAGE
f e e l e r g a u p e and c o m p a r e t h e results w i t h
t h e S ~ e c i f i c a t i o n se i v w ir. t h e Appendix. 1 0.002" CLEARANCE
Install a new r e a r main bearing oil s e a l
in t h e cylinder block and wain b e a r i n g c a p .
MAIN BEARING INSTALLATION
Install a main bearing removing a n d in-
s t a l l i n g tool in t h e oil hole in t h e c r a n k s h a f t
journal. If such a tool i s n o t available, a
c o t t e r pin m a y b e b e n t as required t o d o t h e
job. MEASURING PLASTIGAGE
R o t a t e t h e c r a n k s h a f t clockwise as
viewed f r o m t h e f r o n t of t h e e n g i n e t o roll
t h e upper bearing o u t of t h e block. If you After the connecting rod cap has been properly
tightened, and then removed, the flattened Plastigage
h a v e d i f f i c u l t i e s removing t h e bearing, i t can be compared with the scale on the side of the
m a y be n e c e s s a r y t o r e m o v e t h e c r a n k s h a f t , package and the amount of clearance accurately deter-
see t h e f i r s t p a r t of t h i s section. mined.
 © pdfmanualpublisher.com 2005
GMC V8 3-87

i n d e n t e d (notched) s i d e of t h e block. Slide

t h e bearing i n t o p l a c e by r o t a t i n g t h e crank-
s h a f t , a n d t h e n r e m o v e t h e tool f r o m t h e oil
hole in t h e c r a n k s h a f t journal.
C o a t t h e lower b e a r i n g w i t h oil a n d
install i t in t h e bearing cap.
Install t h e main bearing c a p w i t h t h e
ARROWS pointing t o w a r d t h e FRONT of t h e
engine.
T i g h t e n t h e main bearing c a p b o l t s t o
t h e t o r q u e value given in t h e S p e c i f i c a t i o n s
in t h e Appendix.
R e p l a c e t h e oil pump, see S e c t i o n 3-25.
R e p l a c e t h e oil pan, see S e c t i o n 3-24.
R e p l a c e t h e engine, see S e c t i o n 3-23.
Fill t h e c r a n k c a s e w i t h t h e proper Cutting the ends of the new oil seal o f f flush with
the cap faces with a knife a f t e r the seal has been
w e i g h t oil. driven firmly into its groove with the tool shown.
C l o s e t h e w a t e r drain valves.
S t a r t t h e engine, run i t a t r e d u c e d s p e e d
f o r t h e f i r s t hour, and c h e c k f o r leaks. REMOVAL- .

CAUTION: Water must circulate through

the lower unit to the engine any time the en-
gine is run to prevent damage to the water
pump in the lower unit. Just five seconds
without water will damage the water pump.
3-33 TIMING CHAIN
T h e c a m s h a f t is driven at half e n g i n e
s p e e d by a single- row c h a i n and a s p r o c k e t
on t h e c r a n k s h a f t . Timing c h a i n s a r e sub-
j e c t t o s t r e t c h i n g a f t e r prolonged use, a n d
therefore, require replacement. Access t o
t h e c h a i n i s gained by f i r s t removing t h e
t i m i n g c h a i n cover.
Drain t h e w a t e r f r o m t h e block by open-
ing a l l drain valves. R e m o v e t h e f a n b e l t ,
f a n , a n d pulley. R e m o v e t h e w a t e r pump.
R e m o v e t h e a c c e s s o r y d r i v e pulley, a n d t h e n
r e m o v e t h e torsional d a m p e r r e t a i n i n g bolt.
Install Tool 5-23523 o n t o t h e torsional dam-
p e r , and r e m o v e t h e d a m p e r f r o m t h e crank-
s h a f t by turning t h e puller s c r e w w i t h a
wrench.
O n t h e Mark IV engine, r e m o v e t h e t w o
oil pan- to- front c o v e r a t t a c h i n g bolts. R e -
m o v e t h e f r o n t cover- to- block a t t a c h i n g
bolts, a n d t h e n pull t h e c o v e r f o r w a r d a
l i t t l e t o allow room t o c u t t h e oil pan f r o n t
s e a l w i t h a s h a r p knife. C u t t h e s e a l , a n d
t h e n r e m o v e t h e f r o n t cover. Discard t h e
gaskets.
R o t a t e t h e c r a n k s h a f t until t h e t i m i n g
m a r k on t h e c a m s h a f t s p r o c k e t i s aligned

Use tool No. J-23523 t o remove the torsional damper. Removing the timing chain cover.
3-88 ENGINE SERVICE © pdfmanualpublisher.com 2005
w i t h t h e t i m i n g m a r k on t h e c r a n k s h a f t
s p r o c k e t , as shown.
R e m o v e t h e t h r e e c a m s h a f t sprocket-to-
c a m s h a f t bolts. T h e c a m s h a f t s p r o c k e t i s a
l i g h t press- fit o n t o t h e c a m s h a f t . T a p t h e
s p r o c k e t lightly on t h e lower e d g e of t h e
c a m s h a f t t o dislodge it.
Remove the camshaft sprocket and the
timing chain together. If t h e c r a n k s h a f t
s p r o c k e t i s t o b e replaced, r e m o v e t h e
s p r o c k e t using Tool 3-5825 on a s m a l l V-8
engine, or Tool 3-1619 on a Mark IV engine.
TIMING CHAIN INSTALLATION
Position t h e key in t h e keyway of t h e
c r a n k s h a f t . Align t h e keyway of t h e c r a n k -
s h a f t s p r o c k e t w i t h t h e key, and t h e n install
t h e s p r o c k e t , using t h e b o l t a n d n u t f r o m
Tool 3-23523. Engage t h e timing c h a i n o n t o
t h e c a m s h a f t sprocket.
Hold t h e s p r o c k e t in t h e v e r t i c a l posi-
tion, w i t h t h e c h a i n hanging down, a n d t h e n
align t h e t i m i n g m a r k on t h e c a m s h a f t w i t h
t h e t i m i n g m a r k on t h e c r a n k s h a f t sprocket.
Now, align t h e dowel in t h e c a m s h a f t w i t h
t h e dowel hole in t h e c a m s h a f t s p r o c k e t ,
a n d t h e n slide t h e s p r o c k e t o n t o t h e c a m-
shaft. NEVER t r y t o d r i v e t h e s p r o c k e t o n t o
t h e c a m s h a f t b e c a u s e t h e WELSH PLUG at
t h e r e a r of t h e e n g i n e will b e dislodged.
T a k e up on t h e t h r e e mounting bolts t o
draw t h e camshaft sprocket onto t h e shaft.
C h e c k t o b e s u r e t h e dowel in t h e s h a f t
indexes w i t h t h e hole in t h e sprocket.
TIM
Remove the timing chain and camshaft sprocket as
an assembly after the three camshaft sprocket retain-
ing screws have been removed.
T i g h t e n t h e b o l t s t o t h e v a l u e given in t h e
S p e c i f i c a t i o n s in t h e Appendix. C o a t t h e
t i m i n g c h a i n w i t h e n g i n e oil.
C o a t the cover gasket with sealer and
p l a c e i t in position o v e r t h e d o w e l pins in
t h e cylinder block. C o a t t h e t i m i n g c o v e r
s e a l lip w i t h e n g i n e oil a n d p l a c e t h e c o v e r
in position o v e r t h e dowel pins.
Install t h e a t t a c h i n g b o l t s a n d t i g h t e n
t h e m t o t h e t o r q u e v a l u e given in t h e Spcifi-
c a t i o n s in t h e Appendix.
Install t h e w a t e r p u m p a n d t h e a l t e r -
n a t o r belt.
C o a t t h e t i m i n g c h a i n c o v e r s e a l a r e a on
t h e h a r m o n i c b a l a n c e r hub w i t h e n g i n e oil.
Align t h e keyway and s t a r t t h e b a l a n c e r
onto the crankshaft. Seat the harmonic
b a l a n c e r o n t o t h e c r a n k s h a f t using a l a r g e
w a s h e r a n d a 7/ 16"x18x4" bolt.
R e m o v e t h e b o l t a n d washer. Install t h e
b e l t pulley and t i g h t e n t h e s c r e w s to t h e
t o r q u e value given i n t h e S p e c i f i c a t i o n s in
t h e Appendix.
T h r e a d a 7/16"x20xZV b o l t a n d t h i c k
washer i n t o t h e c r a n k s h a f t and t i g h t e n i t t o
t h e t o r q u e v a l u e given in t h e Specifications.
Install t h e f a n b e l t and a d j u s t t h e t e n s i m
t o Specification. Install t h e f a n be1 t guard.
C l o s e t h e w a t e r drain valves.
S t a r t t h e e n g i n e a n d c h e c k f o r leaks.
CAUTION: Water must circulate through
the lower unit t o the engine any time the en-
gine is run to prevent damage to the water
pump in the lower unit. Just five seconds
without water will damage the water pump.
Alignment of the timing marks through the centers
of the crankshaft and the camshaft.
 © pdfmanualpublisher.com 2005
F O R D V-8 ENGINES
The Ford e n g i n e s used a r e t h e 302 and
351 CID. These e n g i n e s a r e considered
light- weight in design. T h e 302 C I D e n g i n e
h a s a b o r e of 4.00" and a s t r o k e of 3.00".
T h e 351 e n g i n e h a s t h e s a m e 4.00" bore w i t h
t h e s t r o k e increased t o 3.50". Crankshaft
r o t a t i o n i s LEFT- HAND when viewed f r o m
t h e FLYWHEEL end.
S t a r t i n g f r o m t h e f o r w a r d e n d of t h e
engine, t h e v a l v e a r r a n g e m e n t on t h e s t a r -
board bank i s I-E-I-E-I-E and on t h e p o r t
bank, E-I-E-I-E-I-E-I. Hydraulic l i f t e r s a r e
used f o r a m o r e q u i e t valve t r a i n operation.
T h e f i r i n g o r d e r f o r t h e 302 CID, 175 h p
f r o m 1974-76 is 1-3-4-2-6-3-7-8. Another
version of this 302 CID e n g i n e w a s r a t e d a t
190 hp. Amoung o t h e r things, t h e firing
o r d e r was changed t o 1-3-7-2-6-5-4-8. T h e
valve a d j u s t m e n t also c h a n g e d , s e e S e c t i o n
3-40. C h e c k t h e Appendix f o r o t h e r d i f f e r -
ences.
3-34 ENGINE REMOVAL
Engine hood c o v e r s and panels a r o u n d
t h e engine m a y h a v e t o b e removed b e f o r e
t h e engine will c l e a r . In a l l c a s e s , t h e
engine m u s t be moved a b o u t 6- inches f o r -
ward in o r d e r t o c l e a r t h e d r i v e s h a f t a s s e m -
bly.
If t h e engine c a n n o t be moved f o r w a r d
f a r enough t o c l e a r t h e d r i v e s h a f t , i t m a y b e
n e c e s s a r y t o r e m o v e t h e o u t d r i v e unit. S e e
C h a t e r 10.
Disconnect t h e b a t t e r y c a b l e s , engine-
Lifting the engine with a bracket and assembled
cables. If a chain is used, pass the chain through the
lifting bracket and eye bolts, then secure the ends
together with a bolt and nut.
FORD V8 3-89
to- dash wlrlng, w a t e r hoses, t h r o t t l e c a b l e ,
e x h a u s t hoses, a n d f u e l lines.
Be sure to plug the fuel line to stop fuel
from siphoning out of the fuel tank.
Drain a l l of t h e w a t e r f r o m t h e block by
opening all d r a i n valves.
T h e engine h a s t w o l i f t i n g b r a c k e t s t o b e
used w i t h a length of chain. Run t h e c h a i n
through t h e holes in t h e l i f t i n g b r a c k e t s , a n d
then fasten t h e ends together with a bolt
and nut. A t t a c h t h e l i f t i n g d e v i c e in t h e
c e n t e r of t h e chain, a n d t h e n t i e t h e c h a i n s
together t o prevent t h e lifting device f r o m
riding down t h e c h a i n as t h e e n g i n e i s l i f t e d
f r o m t h e boat.
R e m o v e t h e bell housing-to-engine bolts.
R e m o v e t h e l a g b o l t s on t h e mounting t o t h e
deck. If t h e e n g i n e c o m p a r t m e n t is t o o
small for the engine t o clear, i t may b e
n e c e s s a r y t o r e m o v e t h e mounting b r a c k e t s
f r o m t h e engine. Slide t h e e n g i n e f o r w a r d
a b o u t 6 inches, a n d t h e n Lift i t s t r a i g h t up
a n d out. If you d o n o t h a v e room t o m o v e i t
f o r w a r d , t h e n i t will Re n e c e s s a r y t o r e m o v e
t h e s t e r n d r i v e unit, see C h a p t e r 10.
ENGIN E INSTALLATION
Lower t h e e n g i n e i n t o t h e c o m p a r t m e n t
a n d align t h e e n g i n e w i t h t h e guide pins on
t h e bell housing. Slide t h e e n g i n e a f t o n t o
t h e d r i v e s h a f t assembly. It m a y b e neces-
s a r y t o turn t h e d r i v e s h a f t in o r d e r t o m a t e
t h e splines. T h e d r i v e s h a f t c a n b e r o t a t e d
easily by simply p u t t i n g t h e o u t d r i v e in
f o r w a r d g e a r , a n d t h e n turning t h e propel-
ler.
Install t h e bell housing-to- engine bolts,
a l t e r n a t i n g e v e n l y around t h e bell housing.
Install t h e l a g bolts through t h e mounting
b r a c k e t s i n t o t h e deck. Of c o u r s e , if t h e
engine brackets were removed for t h e
e n g i n e t o c l e a r during r e m o v a l , t h e y will
h a v e t o b e installed b e f o r e t h e l a g bolts.
If t h e o u t d r i v e a s s e m b l y w a s r e m o v e d ,
install i t ; see C h a p t e r 10.
Install t h e f u e l line, w a t e r hoses, engine-
to- dash wiring, e x h a u s t hose, t h r o t t l e c a b l e ,
a n d b a t t e r y cables. C l o s e all w a t e r d r a i n
valves. Fill t h e c r a n k c a s e w i t h t h e p r o p e r
weight oil.
S t a r t t h e e n g i n e and c h e c k f o r leaks.
CAUTION: Water must circulate through
the lower unit t o the engine any time the en-
gine is run to prevent damage to the water
pump in the lower unit. Just five seconds
without water will damage the water pump,
 3-90 ENGINE SERVICE © pdfmanualpublisher.com 2005
3-35 OIL PAN SERVICE
REMOVAL
D r a i n t h e w a t e r f r o m t h e block by open-
ing t h e w a t e r d r a i n valves.
R e m o v e t h e engine, see S e c t i o n 3-34.
R e m o v e t h e oil d r a i n plug and drain t h e
oil. O n l a t e - m o d e l engines, a k i t h a s b e e n
a t t a c h e d t o t h e oil d r a i n plug t o h e l p i n
draining t h e oil when t h e e n g i n e is in t h e
boat. This k i t c a n b e installed on a n y e n g i n e
a n d should b e d o n e t h e f i r s t t i m e t h e e n g i n e
i s removed f r o m t h e boat.
R e m o v e t h e oil pan bolts, a n d t h e n sep-
a r a t e t h e pan f r o m t h e e n g i n e block.
R e m o v e t h e oil p u m p pickup tube- and-
s c r e e n assembly.
CLEANING
C l e a n t h e oil pan w i t h solvent. C l e a n
t h e oil pickup t u b e a n d s c r e e n and e x a m i n e
t h e m f o r a n y e v i d e n c e of clogging. C l e a n
t h e g a s k e t s u r f a c e s of t h e block a n d t h e o i l
pan.
IN STALLATION
ALWAYS install a new pan g a s k e t set.
Position t h e oil p u m p pickup t u b e a n d s c r e e n
in place w i t h a NEW gasket. Install t h e t w o
a t t a c h i n g bolts a n d t i g h t e n t h e m t o t h e
t o r q u e value given in t h e Specifications in
t h e Appendix. Install t h e r e a r s e a l in t h e
r e a r main bearing cap. BE SURE t h e t a b s on
t h e s e a l a r e o v e r t h e oil pan g a s k e t . Install
t h e f r o n t s e a l on t h e c r a n k c a s e f r o n t cover.
BE SURE t h e t a b s on t h e s e a l a r e o v e r t h e
oil p a n gasket. Use a s e a l e r w i t h enough
body t o act as a r e t a i n e r . P l a c e t h e pan in
position on t h e block, and t h e n install a n d
t i g h t e n t h e pan b o l t s t o t h e t o r q u e v a l u e
given in t h e Specifications in t h e Appendix.
TAKE CARE t o t i g h t e n t h e bolts e v e n l y a l l
around and n o t t o o v e r t i g h t e n them.
Install t h e engine; see S e c t i o n 3-34.
Fill t h e c r a n k c a s e w i t h t h e proper
w e i g h t oil.
C l o s e t h e w a t e r drain valves.
S t a r t t h e e n g i n e and c h e c k f o r leaks.
CAUTION: Water must circulate through
t h e lower unit to the engine any time the en-
gine is run to prevent damage to the water
pump in the lower unit. Just five seconds
without water will damage the water pump.
3-36 OIL PUMP
T h e oil p u m p c o n s i s t s of a single r o t o r
a n d s h a f t , housed in a one- piece body; a
relief valve; a n d a n i n l e t tube- and- screen
assembly. T h e oil p u m p i s d r i v e n by t h e
d i s t r i b u t o r s h a f t , which i s driven by a heli-
cal gear on t h e camshaft. A baffle is
installed on t h e pickup s c r e e n t o e l i m i n a t e
p r e s s u r e loss d u e t o sudden stops.
OIL PUMP REMOVAL
Drain t h e w a t e r f r o m t h e block by open-
ing a l l of t h e d r a i n valves.
R e m o v e t h e engine; see S e c t i o n 3-34.
R e m o v e t h e oil pan; see S e c t i o n 3-35.
R e m o v e t h e oil pump i n l e t tube- and-
s c r e e n assembly. R e m o v e t h e oil p u m p
a t t a c h i n g b o l t s and r e m o v e t h e oil pump,
g a s k e t , a n d t h e oil pump- to- distributor
shaft.
CLEANING
Wash t h e r o t o r and s h a f t thoroughly and
i n s p e c t t h e m f o r w e a r a n d scores. If e i t h e r
t h e rotor or t h e shaft is defective, they
MUST b e r e p l a c e d as a PAIR.
R e m o v e t h e oil p r e s s u r e relief v a l v e c a p ,
spring, a n d valve. Wash t h e p a r t s carefully.
Inspect t h e relief v a l v e f o r w e a r o r scores.
C h e c k t h e relief valve spring t o b e s u r e i t i s
n o t worn on i t s s i d e o r h a s n o t collapsed. If
in d o u b t a b o u t t h e condition of t h e spring,
install a new one. C h e c k t h e relief v a l v e in
i t s bore i n - t h e housing. T h e c l e a r a n c e f o r
P L A T E -,-s%
; \
6616
4 %
INDENTIFICATION M A R K S
Exploded drawing showing principle parts of the oil
pump on a Ford V 8 engine.
 © pdfmanualpublisher.com 2005
t h e valve should b e only a slip f i t . If a n y
side clearance c a n be felt, t h e valve o r t h e
housing should be replaced. C l e a n t h e pick-
u p t u b e a n d screen.
OIL PUMP INSTALLATION
P r i m e t h e oil p u m p by filling e i t h e r t h e
i n l e t p o r t o r t h e o u t l e t p o r t w i t h e n g i n e oil.
R o t a t e t h e p u m p s h a f t t o d i s t r i b u t e t h e oil
inside t h e pump housing.
Position t h e oil pump- to- distributor
s h a f t i n t o t h e distributor socket. T h e s t o p
o n t h e s h a f t should touch t h e roof of t h e
c r a n k c a s e when t h e s h a f t is f i r m l y s e a t e d i n
t h e distributor s o c k e t . R e m o v e t h e s h a f t
and position t h e stop, if necessary.
Position a NEW g a s k e t on t h e pump
housing. With t h e s t o p properly positioned,
i n s e r t t h e pump and d r i v e s h a f t i n t o t h e oil
pump. Install t h e p u m p s h a f t as a n assemb-
ly. NEVER a t t e m p t t o f o r c e t h e pump i n t o
position if i t d o e s n o t seat EASILY. T h e
d r i v e s h a f t hex m a y be misaligned w i t h t h e
distributor s h a f t . T o align t h e h e x s h a f t ,
r o t a t e t h e oil pump- to- distributor shaft.
T i g h t e n t h e oil p u m p a t t a c h i n g s c r e w s t o
t h e t o r q u e value given in t h e S p e c i f i c a t i o n s
in t h e Appendix.
Install t h e pickup t u b e and s c r e e n
assembly.
EXHAUST MANIFOLDS
V 8 engine exhaust manifolds. Each manifold is
secured by nuts to studs imbedded in the head.
FORD V8 3-9 1
Install t h e oil pan; see S e c t i o n 3-35.
Install t h e engine; see S e c t i o n 3-34.
Fill t h e c r a n k c a s e w i t h t h e proper
weight oil.
C l o s e t h e w a t e r drain valves.
S t a r t t h e e n g i n e a n d c h e c k f o r leaks.
CAUTION: Water must circulate through
the lower u n i t to the engine any time the en-
gine is run to prevent damage to the water
pump in the lower unit. Just five seconds
without water will damage the water pump.
3-37 EXHAUST MANIFOLDS
AND ELBOWS
REMOVAL
D r a i n t h e w a t e r f r o m t h e block by open-
ing all of t h e drain valves.
R e m o v e t h e w a t e r hoses, a n d t h e n t a k e
off t h e e x h a u s t hoses f r o m t h e e x h a u s t
housing t o t h e engine.
S t u d s a r e l o c a t e d a l o n g t h e s i d e of t h e
h e a d t o support t h e e x h a u s t manifolds. N u t s
on t h e s e s t u d s s e c u r e t h e manifolds t o t h e
head. R e m o v e t h e n u t s f r o m t h e s t u d s a n d ,
a n d t h e n r e m o v e t h e manifolds.
For o t h e r s e r v i c e on t h e e x h a u s t mani-
folds, see C h a p t e r 9, Cooling.
INSTALLATION
FACTORY GASKETS ARE USED be-
t w e e n t h e e x h a u s t manifolds a n d t h e e n g i n e
block.
Install t h e manifolds t o t h e cylinder
h e a d s a n d s t a r t t h e n u t s o n t o t h e studs.
A f t e r a l l of t h e n u t s h a v e been s t a r t e d ,
t i g h t e n t h e m t o t h e t o r q u e value given in
t h e S p e c i f i c a t i o n s in t h e Appendix.
Replace t h e inlet, outlet, and exhaust
hoses on t h e manifold.
Exhaust manifold, cleaned and ready for installation
on a V 8 engine.
 3-92 ENGINE SERVICE © pdfmanualpublisher.com 2005
C l o s e t h e w a t e r drain valves.
S t a r t t h e e n g i n e and c h e c k f o r leaks.
CAUTION: Water must circulate through
the lower unit to the engine any time the en-
gine is run to prevent damage to the water
pump in the lower unit. Just five seconds
without water will damage the water pump.
3-38 INTAKE MANIFOLD
REMOVAL
Drain t h e w a t e r f r o m t h e block by open-
ing a l l of t h e drain valves. Remove the
f l a m e a r r e s t o r f r o m t h e c a r b u r e t o r . Dis-
connect the battery cables at the battery.
Disconnect t h e hoses, f u e l line, and t h r o t t l e
linkage at t h e c a r b u r e t o r . Disconnect t h e
w i r e s t o t h e c o i l a n d t e m p e r a t u r e sending
switch.
R e m o v e t h e distributor c a p and m a r k t h e
distributor housing indicating t h e position of
t h e rotor. R e m o v e t h e distributor c l a m p
a n d t h e n pull t h e distributor o u t of t h e
block. Move t h e distributor c a p o u t of t h e
way. R e m o v e t h e c o i l a n d bracket.
R e m o v e t h e bolts a t t a c h i n g t h e manifold
t o t h e head, t h e n l i f t t h e manifold w i t h t h e
c a r b u r e t o r a t t a c h e d f r o m t h e engine. Dis-
c a r d a l l g a s k e t s a n d seals.
CLEANING
C l e a n t h e g a s k e t s u r f a c e s of t h e i n t a k e
manifold, t h e cylinder heads, a n d t h e block.
GASKET 9 4 d 7
HEATER HOSE FITTING
(NIFOLD-TOBLOCK
REAR SEAL
9Ap24 / MANIFOLD T944O lHEAD GASKET
TEMPERATURE
INTAKE MANIFOLD
MANIFOLD-TO-
MANIFOLD-TO-BLOCK FRONT SEAL
THERMOSTAT 8575
COOLANT OUTLET HOUSING
Details of the intake manifold. 6 Tightening sequence of the intake manifold bolts.
C h e c k t h e old g a s k e t s t o d e t e r m i n e if t h e r e
h a s b e e n a n y e x h a u s t leakage. Any e v i d e n c e
of e x h a u s t l e a k a g e would i n d i c a t e a c r a c k in
t h e head. Any sign of w a t e r in a n i n t a k e
manifold p o r t would i n d i c a t e e i t h e r a c r a c k
in t h e manifold o r a c r a c k in t h e head.
INSTALLATION
Position new seals on t h e cylinder block
a n d n e w g a s k e t s on t h e cylinder heads, w i t h
t h e g a s k e t s i n t e r l o c k e d w i t h t h e s e a l tabs.
BE SURE t h e holes in t h e g a s k e t s a r e
aligned w i t h t h e holes in t h e cylinder heads.
Apply a bead of s e a l e r t o t h e o u t e r e n d of
e a c h i n t a k e manifold s e a l f o r t h e full w i d t h
of t h e seal. This will b e d o n e in f o u r places.
T h e s e a l e r will SET UP in 15 MINUTES.
T h e r e f o r e , k e e p t h e work moving along.
C a r e f u l l y lower t h e i n t a k e manifold i n t o
position o n t h e cylinder block. A f t e r t h e
manifold i s in place, c h e c k t o be s u r e t h e
s e a l s a r e in p l a c e by running your f i n g e r
around t h e s e a l a r e a . If t h e s e a l s a r e n o t in
p l a c e , l i f t t h e manifold a n d m o v e t h e s e a l s
i n t o t h e i r proper position. S t a r t t h e i n t a k e
manifold bolts, a n d t h e n t i g h t e n t h e m in t h e
s e q u e n c e shown t o t h e t o r q u e value given in
t h e Specifications in t h e Appendix.
Install t h e w a t e r p u m p bypass hose on
t h e c o o l a n t o u t l e t housing. Slide t h e c l a m p
i n t o position a n d t i g h t e n t h e clamp. Re-
p l a c e t h e w a t e r a n d e x h a u s t hoses. Install
t h e c a r b u r e t o r fuel i n l e t line and t h e a u t o -
m a t i c c h o k e h e a t tube, if o n e i s used.
 © pdfmanualpublisher.com 2005
FORD V8 3-93

Slide t h e distributor i n t o p l a c e in t h e
block w i t h t h e rotor pointing t o t h e m a r k
you m a d e prior t o removing t h e distributor.
Install and t i g h t e n t h e hold-down clamp.
Install t h e distributor c a p a n d r e t u r n t h e
s p a r k plug w i r e s b a c k i n t h e harness brack-
ets on t h e valve r o c k e r a r m covers. Con-
n e c t t h e spark plug wires t o t h e s p a r k plugs.
C o n n e c t t h e high- tension l e a d and t h e coil
wires. C o n n e c t t h e a c c e l e r a t o r cable. Take time t o set-up a system for keeping the push
rods in order as they are removed in order t o ensure
If t h e c r a n k s h a f t w a s r o t a t e d while t h e each one is replaced in exactly the same location from
distributor was o u t of t h e block, t h e e n g i n e which it was removed. Note the rack for this purpose
will h a v e t o b e timed. S e e C h a p t e r 5 f o r in this illustration.
d e t a i l e d p r o c e d u r e s t o t i m e t h e engine prop-
erly. valves t o m a i n t a i n t h e c o r r e c t valve s t e m -
C l o s e t h e w a t e r d r a i n valves. to- guide c l e a r a n c e , t o grind t h e v a l v e s
S t a r t t h e engine and c h e c k f o r leaks. properly, and t o m a k e t h e c o r r e c t valve
CAUTION: Water must circulate through adjustment.
T h e p r o c e d u r e s in t h i s s e c t i o n provide
the lower unit to the engine any time the en-
gine is run t o prevent damage t o the water removing, d i s a s s e m b l i n g , c l e a n i n g a n d in-
pump in the lower unit. Just five seconds specting, and installing t h e cylinder head,
instructions, including s o m e of t h e w o r k
without water will damage the water pump.
A f t e r t h e e n g i n e t e m p e r a t u r e has t h a t m a y be a c c o m p l i s h e d while t h e h e a d i s
stabilized, a d j u s t t h e e n g i n e idle s p e e d a n d removed.
t h e idle f u e l mixture; see C h a p t e r 4.
Tighten t h e i n t a k e manifold bolts a g a i n REMOVAL
t o t h e t o r q u e value given in t h e Specifica-
tions in t h e Appendix. D r a i n t h e w a t e r f r o m t h e block by open-
ing a l l of t h e d r a i n valves.
3-39 CYLINDER HEAD SERVICE R e m o v e t h e e x h a u s t manifolds; see
S e c t i o n 3-37.
T h e cylinder h e a d a n d valve m e c h a n i s m
a r e t h e most important a r e a s affecting t h e
power, p e r f o r m a n c e , a n d e c o n o m y of a n
engine. T i m e and m u c h c a r e a r e required
when reconditioning t h e cylinder h e a d a n d

ALWAYS keep the valve lifters in order as they are

General view o f the V 8 engine prior t o removal of removed so they will be installed in the same location
t h e intake manifold. from which they were removed.
3-94 ENGINE SERVICE © pdfmanualpublisher.com 2005
Compression loss may be caused by a blown head
gasket between cylinders.
R e m o v e t h e i n t a k e manifold and c a r -
buretor a s a n assembly; s e e Section 3-38.
Pull t h e spark plug wire r e t a i n e r s f r o m
t h e b r a c k e t s on t h e rocker a r m covers.
Disconnect t h e spark plug wires at t h e plugs
a n d swing t h e wires and r e t a i n e r o u t of t h e
way. Remove t h e screws attaching t h e
rocker a r m c o v e r t o t h e cylinder head.
R e m o v e t h e rocker a r m covers and gask-
e t s . R e m o v e t h e rocker a r m nuts, rocker
a r m balls, a n d rocker arms. TAKE TIME t o
s e t up a system f o r keeping t h e push rods,
valve lifters, valves, and t h e i r associated
p a r t s in absolute order t o e n s u r e e a c h a n d
e v e r y p a r t will be installed in e x a c t l y t h e
s a m e position f r o m which i t w a s removed.
Removing the valve collet using a valve spring
compressor.
The arrow indicates a wear lip on the valve stem.
Accurate measurement o f valve stem wear is made
with a micrometer.
R e m o v e t h e push rods and valve l i f t e r s
in s e q u e n c e a n d k e e p t h e m in order. Re-
move t h e cylinder head bolts, cylinder
heads, a n d gaskets.
P l a c e e a c h head assembly on i t s side.
Use a valve compression tool, a n d c o m p r e s s
e a c h valve spring t o r e m o v e t h e valve locks,
s e a l , spring c u p , and spring.
Continue removing t h e p a r t s unti.1 a l l
valves h a v e been released. Remove t h e
valves f r o m t h e head one- at- a- time and
keep t h e m in order by number and t h e h e a d
f r o m which they w e r e removed.
VALVE MECHANISM
C l e a n t h e valves, springs, spring retain-
e r s , locks, and sleeves in solvent, and t h e n
blow t h e p a r t s dry with compressed air.
Inspect t h e valves f o r burned heads, c r a c k e d
f a c e s , or worn stems. Inspect t h e valve
f a c e and t h e head f o r pits, grooves, a n d
VALVE SPRING
EXHAUST VALVE
OIL SEAL
INTAKE VALVE
Exploded drawing showing principle parts o f the
valve mechanism on t h e Ford V 8 engine.
 © pdfmanualpublisher.com 2005
The cylinder head gasket surface must be checked
for any uneven condition. Surface irregularities MUST
NOT exceed 0.003" in any six-inch space.
The wear limit for intake valve guides is 0.001'' and
for exhaust guides, 0.002". Valve guide wear can be
accurately measured by checking the deflection of a
new valve stem with a dial gauge.
FORD V8 3-95
Notice the oil around the intake valve and the
darker coloring of the exhaust valve in the right com-
bustion chamber. The compression in the right cylinder
was lower than in the l e f t . Also the intakevalve guide
and seal are defective allowing oil t o leak into the
combustion chamber.
A severely burned exhaust valve face. The valve
was sticking in the guide as evidenced by the gum on
the neck o f the stem. TAKE TIME t o clean the valve
guide thorougly.
3-96 ENGINE SERVICE © pdfmanualpublisher.com 2005

scores. I n s p e c t t h e s t e m f o r w e a r a n d t h e
e n d f o r grooves. C h e c k t h e f i t of e a c h
valve s t e m in i t s r e s p e c t i v e guide. Exces-
s i v e valve- to- guide c l e a r a n c e will c a u s e
l a c k of power, rough idling, e x c e s s i v e oil
consumption, a n d noisy v a l v e t r a i n o p e r a - VALVE
tion. SPRING
T h e c l e a r a n c e should n o t e x c e e d 0.004"
f o r i n t a k e valves a n d 0.005" f o r e x h a u s t
valves. If t h e c l e a r a n c e is n o t within t h e
limits, e i t h e r t h e v a l v e o r t h e guide m u s t b e
replaced.
T h e valve f a c e m u s t b e t r u e d o n a v a l v e
grinding machine, which will r e m o v e minor
p i t s a n d grooves. D r e s s t h e valve- refacing CLOSE
m a c h i n e grinding w h e e l t o m a k e s u r e i t i s COILS
s m o o t h a n d true. S e t t h e c h u c k a t t h e 44'
m a r k f o r grinding a l l v a l v e f a c e s . Valves
w i t h s e r i o u s d e f e c t s , o r t h o s e having h e a d s
w i t h a knife e d g e m u s t b e replaced. Enlarged Giew of a coil spring to show the differ-
ences in the coil windings at the ends. Install the spring
VALVE SPRINGS with the close wound coil end towards the head.

C o m p a r e t h e valve spring tension a g a i n s t b e replaced.

t h o s e listed in t h e S p e c i f i c a t i o n s in t h e
Appendix. A quick c h e c k c a n b e m a d e by
laying a l l of t h e springs on a f l a t s u r f a c e
a n d c o m p a r i n g t h e i r heights. T h e h e i g h t s
MUST a l l b e t h e s a m e . Both e n d s of e a c h
spring MUST be s q u a r e o r t h e spring will
t e n d t o c o c k t h e v a l v e s t e m . Weak v a l v e
springs c a u s e poor e n g i n e p e r f o r m a n c e .
T h e r e f o r e , if a spring i s w e a k o r t h e e n d s
a r e n o t s q u a r e by m o r e t h a n 1/16", i t MUST
HYDRAULIC VALVE LIFTERS
D i r t , d e p o s i t s of gum, a n d a i r bubbles in
t h e l u b r i c a t i n g oil c a n c a u s e t h e hydraulic
l i f t e r s t o w e a r enough t o c a u s e failure. T h e
d i r t and gum c a n k e e p a c h e c k v a l v e f r o m
s e a t i n g , which will c a u s e t h e oil t o r e t u r n t o
t h e r e s e r v o i r during t h e t i m e t h e push rod i s
being lifted. Excessive m o v e r n e n t of t h e
lifter parts causes wear and destroys t h e
lifter's e f f e c t i v e n e s s in a s h o r t time.
APPLY TORQUE U N T I L
CLICK IS HEARD, READ
TORQUE WRENCH AND

READING
BY TWO (2).

NOT MORE
THAN $46"
// TOO L 6513-DD \ \

ET KNOB T O
COMPRESSED

A valve spring should not be out by more than 1/16''

(1.59 rnm) when i t is rotated against a square on a flat The valve spring tension should be checked with an
surface, as shown. Replace defective springs. accurate tester and torque wrench.
 © pdfmanualpublisher.com 2005 FORD V8 3-97

ALWAYS keep t h e l i f t e r assemblies in

proper sequence when t h e y a r e being re-
moved. This is t h e only way t h e y c a n be
installed back i n t o their original position.
Clean, inspect, and t e s t e a c h l i f t e r separ-
a t e l y and use t h e u t m o s t c a r e n o t t o inter-
mix t h e internal parts. If a n y one p a r t of
t h e l i f t e r is d e f e c t i v e for any reason,
r e p l a c e t h e c o m p l e t e l i f t e r assembly, Arrangement of valve lifter parts.
NEVER just o n e part.
A f t e r t h e l i f t e r has been cleaned, dried,
and assembled, a quick t e s t of i t s operation RECONDITIONING GUIDES AND SEATS
c a n be m a d e by depressing t h e plunger with
your finger. The trapped air should partially R e m o v e t h e carbon f r o m t h e combustion
return t h e plunger if t h e l i f t e r is operating chambers. Use c a r e t o avoid scratching t h e
properly. If t h e l i f t e r i s worn, o r if t h e head or t h e valve seats. Clean all carbon
check valve i s not seating, t h e plunger will and gum deposits from t h e valve guide
n o t return. bores.
Install t h e assembled l i f t e r s in t h e Valve s t e m guides a r e not replaceable.
engine dry, paying c a r e f u l a t t e n t i o n t o en- If a valve s t e m has excessive c l e a r a n c e , t h e
s u r e e a c h one is returned t o i t s original guide m u s t b e r e a m e d 0.003" oversize, with
position. The l i f t e r s will bleed t o t h e i r a reamer. Valves w i t h 0.003" oversize
c o r r e c t operating position quicker if in- s t e m s a r e available f o r service.
stalled dry t h a n if you fill t h e m with lubri- The s e a t i n g of t h e valves must be per-
c a t i n g oil prior t o installation. f e c t f o r t h e engine t o perform a s t h e
designer intended. Another i m p o r t a n t
VALVE OPEN A

ALVE

CIRCLE

Relationship of the cam lobe as the camshaft rotates. The cam moves the valve lifter to the valve open position
( l e f t )and then to the valve closed position (right).
3-98 ENGINE SERVICE © pdfmanualpublisher.com 2005

RUNOUT GAUGE I 1

Use a wire brush to clean carbon from the cylinder

head. Take time t o do a thorough cleaning for maxi-
mum benefit.
A f t e r the seat has been reground, check t o be sure
f a c t o r i s t h e cooling of t h e valve heads. it is concentric with the guide by using a dial gauge.
The run-out should not exceed O.OOZff.
Good c o n t a c t b e t w e e n e a c h valve a n d i t s
seat in t h e h e a d i s t h e only way t o e n s u r e
t h a t t h e h e a t in t h e valve h e a d will b e
properly removed. T h e r e f o r e , recondition-
ing t h e valve seats i s e x t r e m e l y i m p o r t a n t .

Refacing the valve seat using a grzndzng stone. To restore production clearances, worn valve guides
ALWAYS l i f t the special drive several times t o allow can be reamed oversize, and then valves with oversize
the grinding particles t o f l y out, or the valve seat will stems installed.
become grooved.
 © pdfmanualpublisher.com 2005
Use a 45' stone o n z h e v a l v ~seats. Use
a forming c u t t e r of 30 and 6 0 a t t h e t o p
and bottom of t h e s e t t o narrow i t t o 0.030"
t o 0.060" for an intake s e a t and 0.060" t o
0.090" f o r an exhaust seat. Check t h e valve
seat with a dial indicator. The s e a t must b e
concentric within a t o t a l indicator reading
of 0.002".
ROCKER ARM STUD REPLACEMENT
If i t i s necessary t o remove a rocker
a r m stud, tool kit T62F-6A527B i s available
from a p a r t s dealer. This kit includes: A
stud remover, a 0.006" oversize r e a m e r ,
and a 0.015" oversize reamer. For 0.010"
oversize studs, use r e a m e r T66P-6A527B.
To press in replacement studs, use stud
replacer T69P-6049-D.
Broken or damaged rocker a r m studs can
be replaced with standard studs. Loose
studs in t h e head may be replaced with
0.006", 0.0 1 O", o r 0.00 15" oversize s t u d s
which a r e available. Standard and oversize
studs can be identified by measuring t h e
stud diameter 1-1/8 inch or less f r o m t h e
pilot end of t h e stud. Stud diameters are:
Standard .... . . . ..0.37 14-0.3721
0.006" oversize. ... .O.3774-0.778 1
0.010" oversize. .... 0.3814-0.3821
0.0 15" oversize..... 0.3864-0.387 1
A pressed-in valve rocker arm stud can be removed
using tool 5-5802.
FORD V8 S99
Any t i m e you replace a standard size
rocker a r m stud with a 0.010" o r 0.015"
oversize stud, ALWAYS USE t h e 0.006"
oversize r e a m e r BEFORE finish-reaming
with t h e 0.010" or 0.015" oversize reamer.
To remove a broken stud, position t h e
sleeve of t h e rocker a r m stud remover (Tool
T62F-6A527-B) over t h e stud with t h e bear-
ing end down. The stud puller is designed
for 3/8-inch studs and i t will not grip t h e
5/16-inch thread on a 302 CID engine.
Therefore, when working on a 302 CID
engine cylinder head, c u t t h e threaded part
of t h e stud off with a hacksaw. Thread t h e
puller into t h e sleeve and over t h e stud until
i t i s fully bottomed. Hold t h e sleeve with a
wrench, and at t h e s a m e t i m e , r o t a t e t h e
puller clockwise and remove t h e damaged
stud.
If a loose rocker a r m stud i s being re-
placed, ream t h e stud bore using t h e proper
r e a m e r (or r e a m e r s in sequence) for t h e
required oversize stud. TAKE EXTRA
CARE t o be sure m e t a l particles do not
e n t e r t h e valve area.
Before driving the new rocker arm stud into place
with an installer tool, ALWAYS coat the parts with
hypoid axle lubricant.
3-100 ENGINE SERVICE © pdfmanualpublisher.com 2005
C o a t t h e end of t h e new stud with Lubri-
p l a t e o r equivalent. Align t h e s t u d a n d
installer T69P-6049-D with t h e stud bore.
Next, t a p t h e sliding driver until i t bottoms.
A f t e r t h e installer makes c o n t a c t with t h e
s t u d boss, t h e stud i s installed t o i t s c o r r e c t
height.
CYLINDER HEAD ASSEMBLING
C o a t t h e valves, valve s t e m s , a n d valve
guides with a liberal c o a t i n g of engine oil.
Apply Lubriplate t o t h e valve t i p s b e f o r e
installation. Install e a c h valve i n t o t h e
s a m e port from which i s was removed.
Install t h e valve s t e m seal and valve.
Install t h e spring retainer. Compress t h e
spring and install t h e sleeve and r e t a i n e r
locks.
Measure t h e assembled height of t h e
valve spring from t h e s u r f a c e of t h e cyl-
inder head spring pad t o t h e underside of t h e
spring retainer.
If t h e assembled height is g r e a t e r than
a m o u n t given in t h e Specifications in t h e
Appendix, i t will be necessary t o install
enough 0.0030" spacers between t h e cylinder
head spring pad and t h e valve spring until
Installing the valves into the cylinder head.
t h e assembled height i s up t o specification.
NEVER install spacers unless i t is necessary
because t h e s p a c e r s will o v e r s t r e s s t h e
valve spring and e x e r t a n e x t r a load on t h e
c a m s h a f t lobe. This e x t r a s t r a i n could lead
t o a worn lobe or possibly c a u s e t h e spring
t o break.
CYLINDER HEAD INSTALLATION
Place a new cylinder head g a s k e t o v e r
t h e cylinder dowels on t h e block. ALWAYS
use marine head g a s k e t s t o minimize s a l t
w a t e r corrosion. Dowels in t h e block will
hold t h e gaskets in place. USE CARE when
handling t h e gaskets t o prevent kinking or
damaging t h e surfaces. DO NOT use a n y
sealing compound on head gaskets, because
t h e y a r e c o a t e d w i t h a special lacquer t o
provide a -good seal, o n c e t h e p a r t s have
warmed t o operating t e m p e r a t u r e .
Carefully lower t h e head into place on
t h e block, and t h e n s t a r t t h e head bolts.
A f t e r all of t h e bolts have been s t a r t e d ,
tighten t h e m in t h e sequence shown in t h e
accompanying illustration t o a torque value
of 50ft-lbs. on t h e f i r s t round for t h e 302
CID engine and 85ft-lbs. f o r t h e 351 CID
engine. BEAR IN MIND, uneven tightening
of t h e head bolts c a n d i s t o r t t h e cylinder
bores, causing compression loss and exces-
sive oil consumption.
Make a second round in t h e s a m e
sequence and bring t h e bolts on t h e 302 CID
engine up t o a torque value of 60ft-lbs. and
on t h e 351 CID engine t o 95ft-lbs.
Make a final third round and tighten t h e
bolts t o t h e torque value given in t h e Speci-
fications in t h e Appendix.
UNDERSIDE OF SPRING RETAINER
Measuring the height o f the installed valve spring.
Compare this measurement with the Specifications in
the Appendix.
 © pdfmanualpublisher.com 2005
Head bolt tightening sequence for the Ford V - 8
engine.
Install t h e e x h a u s t manifolds; see Sec-
t i o n 3-37.
Apply Lubriplate, o r e q u i v a l e n t , t o b o t h
e n d s of t h e push rods. Install t h e push r o d s
in t h e s a m e position f r o m which t h e y w e r e
r e m o v e d , see S e c t i o n 3-39.
Apply a c o a t i n g of Lubriplate o r equiva-
l e n t t o t h e valve s t e m tips. Install t h e
r o c k e r a r m s a n d a d j u s t t h e valve lash; see
S e c t i o n 3-40.
C o n n e c t t h e e x h a u s t manifolds at t h e
e x h a u s t housing, see S e c t i o n 3-37.
Install t h e a l t e r n a t o r a t t a c h i n g b r a c k e t
a n d t h e a l t e r n a t o r . Adjust t h e d r i v e b e l t
tension.
C l e a n t h e valve r o c k e r a r m covers.
P l a c e t h e valve r o c k e r a r m c o v e r g a s k e t s in
e a c h cover. ALWAYS u s e new gaskets.
Check t o b e s u r e t h e t a b s of t h e g a s k e t
e n g a g e t h e n o t c h e s in t h e cover. Install t h e
valve r o c k e r a r m c o v e r s , a n d t h e n t i g h t e n
Improper installation techniques caused this valve to
drop out and strike the piston.
t h e m in t w o stages. F i r s t , t i g h t e n t h e b o l t s
t o a t o r q u e value of 3 t o 5ft-lbs. A f t e r
a b o u t f i v e minutes, t i g h t e n t h e m a g a i n t o
t h e s a m e t o r q u e value.
C l e a n t h e m a t i n g s u r f a c e s of t h e i n t a k e
manifold, t h e cylinder heads, a n d t h e cylin-
d e r block w i t h solvent. Apply a bead of
silicone rubber s e a l e r o n t h e c y l i n d e r h e a d
at four p l a c e s as shown in t h e a c c o m p a n y i n g
illustration. S e a l e r will set up in 15
MINUTES. Theref o r e , k e e p moving a l o n g
w i t h t h e a s s e m b l y work.
P l a c e new s e a l s on t h e cylinder block
a n d n e w g a s k e t s on t h e cylinder heads, w i t h
t h e g a s k e t s i n t e r l o c k e d w i t h t h e s e a l tabs.
CHECK t o be s u r e t h e holes in t h e g a s k e t s
a r e properly aligned w i t h t h e holes in t h e
cylinder heads.
Install t h e i n t a k e manifold; see S e c t i o n
3-38. -
C l o s e t h e w a t e r drain valves.
S t a r t t h e e n g i n e a n d c h e c k f o r leaks.
CAUTION: Water must circulate through
the lower unit to the engine any time the en-
gine is run to prevent damage to the water
pump in the lower unit. Just five seconds
without water will damage the water pump.
3-40 CHECKING THE HYDRAULIC LIFTER
COLLAPSED CLEARANCE
A n y t i m e t h e valves a n d t h e seats h a v e
been ground, o r if you d e t e c t noise in t h e
valve t r a i n t h a t i s n o t d u e t o a collapsed
l i f t e r , t h e v a l v e c l e a r a n c e MUST b e c h e c k -
ed. T h e valves a r e n o t adjustable. How-
1/8" DlA. SEALER (4-JOINTS)
CYLINDER HEAD
SEAL MOUNTING SURFACE
O F CYLINDER BLOCK
INTAKE M A N I F O L D GASKET
- /
MANIFOLD
Places t o apply manifold sealer t o minimize oil and
air leaks.
3- 102 ENGINE =VICE © pdfmanualpublisher.com 2005

For the Ford 302 & 351 CID

190 hp & 235 hp
Position A
With t h e No. I piston a t TDC, a t t h e e n d
of t h e compression s t r o k e , c h e c k t h e follow-
ing valves:
No. 1 intake, No. 1 e x h a u s t
No. 4 i n t a k e , No. 3 e x h a u s t
No. 8 intake, No. 7 e x h a u s t

Position B
Turn t h e c r a n k s h a f t t o Position B, and
t h e n c h e c k t h e following valves:
No. 3 intake, No. 2 e x h a u s t
No. 7 i n t a k e , No. 6 e x h a u s t
Cranlshaft position for checking the valve lash.
The No. 1 piston is at TDC at the end of the c o m p r e s Position C
sion strooke for the HAnposition. A chalk mark is then Turn t h e c r a n k s h a f t t o Position C, and
made 90 apart for points ItBf*and Hbl. t h e n check- t h e following valves:
No. 2 intake, No. 4 e x h a u s t
e v e r , 0.030" s h o r t e r push rods, o r 0.030" No. 5 i n t a k e , No. 5 e x h a u s t
longer rods a r e available. No. 6 intake, No. 8 e x h a u s t
C h e c k t h e accompanying diagram on t h i s
page and notice t h a t t h r e e c r a n k s h a f t posi- For the Ford 302 CID
tions a r e designated by t h e l e t t e r s A, B, a n d 175 hp
C.
The collapsed l i f t e r c l e a r a n c e is c h e c k e d Position A
by f i r s t turning t h e crankshaft t o e a c h of With t h e No. 1 piston at TDC, a t t h e e n d
t h e t h r e e positions indicated in t h e diagram, of t h e compression s t r o k e , c h e c k t h e
and t h e n checking t h e valve c l e a r a n c e s at following valves:
e a c h position as follows: No. 1 intake, No. 1 e x h a u s t
No. 7 intake, No. 5 e x h a u s t
No. 8 intake, No. 4 e x h a u s t

Position B
Turn t h e c r a n k s h a f t t o Position B, a n d
t h e n c h e c k -the following valves:
No. 5 intake, No. 2 e x h a u s t
No. 4 intake, No. 6 e x h a u s t

Using a feeler gauge to check the collapsed hydrau-
lic lifter lash. To keep the clearance between 0.090"
and 0.190fl, shorter or longer push rods may be installed.
Position C
Turn t h e c r a n k s h a f t t o Position C , and
t h e n c h e c k t h e following valves:
No. 2 intake, No. 7 e x h a u s t
No. 3 intake, No. 3 e x h a u s t
No. 6 intake, No. 8 e x h a u s t
T o m a k e t h e a c t u a l valve lash c l e a r a n c e
c h e c k , f i r s t apply - pressure on t h e v a l v e
l i f t e r with Tool T 7 1 1A-65 13AC t o bleed
down t h e l i f t e r plunger until i t is fully
collapsed, and then c h e c k t h e c l e a r a n c e
with a f e e l e r gauge. T h e c l e a r a n c e should
b e 0.083" t o 0.183". BE SURE t h e f e e l e r
g a u g e is no wider than 318". If t h e c l e a r -
a n c e is n o t within t h e prescribed limits,
r e p l a c e t h e push rod with a longer o r s h o r t e r
o n e as required.
 © pdfmanualpublisher.com 2005 FORD V8 3- 103

3-41 PISTON, RING, AND ROD

SERVICE

This section provides detailed procedures

for removing, disassembling, cleaning, in-
specting, assembling, and installing t h e
c o m p l e t e piston-rod assembly. All p a r t s
MUST be kept together because if t h e old
pistons a r e serviceable, they MUST be in-
stalled on t h e rods from which they were
removed and installed in t h e s a m e bore.

REMOVAL
Remove t h e engine; see Section 3-34.
Remove t h e i n t a k e manifold; see Sec-
tion 3-38.
Remove t h e cylinder heads; s e e Section
3-39.
Remove t h e oil pan; s e e Section 3-35.
Remove t h e oil pump; see Section 3-36.
If a shoulder or ridge exists in t h e cylin-
d e r bores above t h e ring travel, i t must be
removed with a ridge r e a m e r or t h e rings The rod bolt threads must always be covered with a
piece of rubber hose to prevent damage to the bearing
may be damaged o r t h e ring lands c r a c k e d surface by the rod threads scraping as the piston
during removal. assembly is removed.
Before using t h e reamer, turn t h e crank- Identify e a c h piston, connecting rod, a n d
s h a f t until t h e piston i s a t t h e bottom of i t s c a p with a quick drying paint or silver pencil
stroke, and then place a cloth on t o p of t h e t o ensure e a c h p a r t will be replaced in t h e
piston t o collect t h e cuttings. A f t e r t h e e x a c t position f r o m which i t was removed.
ridge is removed, turn t h e crankshaft until
t h e piston i s at t h e t o p of i t s s t r o k e t o
r e m o v e t h e cloth and cuttings.

Due to borderline lubrication conditions, the cylin-

der walls wear the most at the top. All measurements A ridge remover MUST be used to cut the ridge from
MUST be made in this worn area. This cylinder bore has the top of the cylinder walls. The stop under the blade
been surfaced with a fine hone to remove the glaze for prevents cutting into the walls too deeply. NEVER cut
better piston ring seating. more than 1/32'' below the bottom of the ridge.
3-104 ENGINE SERVICE © pdfmanualpublisher.com 2005
The ring grooves must be thoroughly cleaned t o
permit the new rings t o seat properly. TAKE CARE
not to nick the sealing surfaces, or the ring will leak
compression.
Remove t h e c a p and bearing shell f r o m
No. 1 connecting rod, then install a con-
n e c t i n g rod bolt guide hose on t h e bolts t o
hold t h e upper half of t h e bearing shell in
place. Push t h e piston and rod assembly up
and o u t of t h e cylinder. It will be necessary
t o turn t h e c r a n k s h a f t slightly t o disconnect
s o m e of t h e connecting rod and piston
assemblies and t o push them o u t of t h e i r
cylinders. R e m o v e t h e guides and install
t h e bearing shells and c a p on t h e rod.
Continue in a similar manner until all of
t h e piston and rod assemblies have been
removed, partially reassembled t o keep t h e
p a r t s matched, and t h e assemblies hung o r
placed in order.
CLEANING AND INSPECTING
If t h e engine h a s over 750 hours of
service, o r if t h e piston and rod assembly
h a s been removed, i t is conside,red good shop
p r a c t i c e t o replace t h e piston pins. Loose
piston pins, coupled with t i g h t rings, will
c a u s e piston pin noi'ses. These noises may
disappear a s t h e engine loosens.
Most mechanics have t h e piston pin work
done by a machine shop with t h e necessary
Preignition caused this piston crown to melt.
equipment and trained people t o perform a
precision job. If done in a machine shop, t h e
connecting rods will be aligned s o t h e
pistons and rings will run t r u e with t h e
cylinder walls.
CYLINDER BORES
Inspect t h e cylinder walls f o r scoring,
roughness, o r ridges which i n d i c a t e exces-
sive wear. Check t h e cylinder gauge at t h e
top, middle, and bottom of t h e bore, both
parallel and a t right angles t o t h e c e n t e r l i n e
of t h e engine.
A cylinder bore which i s t a p e r e d 0.005'l
o r more, o r is out-of-round 0.003" o r m o r e ,
must b e reconditioned.
-
ROD BBLTS AND NUTS
Check t h e rod bolts and n u t s f o r d e f e c t s
in t h e threads. Inspect t h e inside of t h e rod
bearing bore f o r evidence of galling, which
indicates t h e insert is loose enough t o m o v e
around. Check t h e parting cheeks t o be s u r e
t h e c a p or rod h a s n o t been filed. R e p l a c e
a n y d e f e c t i v e rods.
FISTONS AND FINS
R e m o v e t h e compression rings with a
ring expander. Remove t h e oil ring by
removing t h e t w o rails and t h e spacer-
expander, which a r e s e p a r a t e pieces in e a c h
piston's thir-d groove.
Proper measurement o f the piston is made with a
micrometer 1/8" from the crown and 1/2" from the
bottom of the skirt.
 © pdfmanualpublisher.com 2005 FORD V8 3- 105

Use a cleaning solvent t o remove t h e

varnish f r o m t h e piston s k i r t s a n d pins.
NEVER use a wire- brush on a n y p a r t of t h e
piston. C l e a n t h e ring grooves w i t h a
groove c l e a n e r and m a k e s u r e t h e oil ring
holes and s l o t s a r e clean. Inspect t h e
pistons f o r c r a c k e d ring lands, skirts, o r pin
bosses; w a v y o r worn ring lands; s c u f f e d o r Three measurements with a micrometer should be
d a m a g e d skirts; a n d e r o d e d a r e a s a t t h e t o p made t o determine piston pin wear. One, on the unworn
section (center), the second and third, on both ends.
of t h e pistons. Comparing any difference will indicate the amount of
R e p l a c e a n y piston t h a t is d a m a g e d o r wear.
shows signs of e x c e s s i v e wear. Inspect t h e
f o r f i t t i n g purposes 114" below t h e b o t t o m
grooves f o r nicks o r burrs t h a t m i g h t c a u s e of t h e oil ring groove.
t h e rings t o hang-up. M e a s u r e t h e piston I n s p e c t t h e piston pin b o r e s a n d piston
s k i r t (across t h e c e n t e r l i n e of t h e piston pin)
pins f o r w e a r . Piston pin bores a n d piston
a n d c h e c k t h e c l e a r a n c e in t h e c y l i n d e r
bore. C o m p a r e your m e a s u r e m e n t w i t h t h e pins m u s t b e f r e e of varnish o r s c u f f i n g
l i m i t s given in t h e Specifications in t h e when being m e a s u r e d w i t h a dial b o r e g a u g e
Appendix. o r a n inside -m i c r o m e t e r . If t h e c l e a r a n c e i s
T h e pistons a r e cam- ground, which g r e a t e r t h a n 0.000IM, t h e piston a n d / o r
means t h e diameter at a right angle t o t h e piston pin should be replaced.
Inspect t h e b e a r i n g s u r f a c e s of t h e
piston pin i s m o r e t h a n t h e d i a m e t e r parallel
piston pins. U s e a m i c r o m e t e r t o c h e c k f o r
t o t h e piston pin. When a piston i s c h e c k e d
w e a r by m e a s u r i n g t h e worn and unworn
f o r size, i t m u s t b e m e a s u r e d with microme-
surfaces. Rough or worn pins MUST b e
t e r s applied t o t h e s k i r t a t points 90' t o t h e
replaced. T e s t t h e f i t of e a c h pin with i t s
piston pin. T h e piston should be m e a s u r e d
piston boss. If t h e boss i s warn out-of-
round, t h e piston and pin a s s e m b l y MUST b e
replaced.
T h e pistons a r e l o c k e d i n t h e rod by a
p r e s s f i t and t h e pins t u r n i n t h e pistons.

The cylinder head gasket surface must be checked

Cylinder wall taper and wear measured with a bore for any uneven condition. Surface irregularities MUST
gauge indicator. NOT exceed 0.003" in any six-inch space.
3106 ENGINE SERVICE © pdfmanualpublisher.com 2005

RINGS RIGHT BANK LEFT BANK

The glazed cylinder walls should be

slightly dulled without increasing t h e bore
d i a m e t e r , if new piston rings a r e t o be
ARROW TOWARD
FRONT OF ENGINE -
installed. This glazing is b e s t accomplished
using t h e finest g r a d e of stones of a cylinder
hone. The cylinder bores and piston grooves
must b e clean, dry, and f r e e of any carbon
deposits o r burrs. New piston rings must b e
checked f o r c l e a r a n c e in t h e piston grooves
a n d for end g a p in t h e cylinder bores.
Compression rings in all engines a r e t h e
d e e p section t w i s t type. This type of com-
pression ring t a k e s i t s n a m e f r o m t h e f a c t
t h a t a f t e r i t is installed, i t is cocked o r NUMBERED SIDE OF ROD
twisted slightly. These rings maintain this
position for t h e life of t h e ring because t h e View looking AFT to indicate piston and rod location
for both banks-of a Ford V8 engine.
upper e d g e of i t s d i a m e t e r is beveled
making t h e ring unbalanced in cross- section.
The oil-control rings consist of t w o g a p with t h e c l e a r a n c e s given in t h e
s e g p e n t s (rails) and a spacer. Piston rings Appendix. If t h e g a p is less t h a n specified,
a r e furnished in standard sizes and 0.010", t h e ends of t h e ring c a n be filed carefully
0.02OU, 0.030'" and 0.040" oversize. To with a f i n e . file until t h e proper g a p i s
c h e c k t h e end gap of compression rings, reached.
f i r s t place e a c h ring in t h e cylinder i n t o
which i t vill b e used. Next, square t h e ring
i n t h e bore using t h e upper end sf a piston.
Now measure t h e gap with a f e e l e r gauge.
C o m p a r e your m e a s u r e m e n t f o r e a c h ring

OIL RING SPACER

COMPRESSION RlNG
t COMPRESSION RlNG

F R O N T O F ENGINE
An arbor press and special tool should be used to
Diagram of piston ring spacing. press the pin through the piston.
 © pdfmanualpublisher.com 2005
FORD V8 3-107

A f t e r t h e rings a r e installed o n t h e
piston, t h e c l e a r a n c e in t h e g r o o v e s n e e d s t o
b e c h e c k e d w i t h a f e e l e r gauge. C h e c k t h e
c l e a r a n c e b e t w e e n t h e ring a n d t h e upper
land a n d c o m p a r e your m e a s u r e m e n t w i t h
t h e Specifications. R i n g w e a r f o r m s a s t e p
at t h e inner portion of t h e upper land. If
t h e piston g r o o v e s h a v e worn t o t h e e x t e n t
t o c a u s e high s t e p s o n t h e upper land, t h e
s t e p will i n t e r f e r e w i t h t h e o p e r a t i o n of n e w
rings and t h e ring c l e a r a n c e will b e t o o
much. T h e r e f o r e , if s t e p s e x i s t in a n y of
t h e upper lands, t h e piston should b e
replaced.
If new rings a r e installed on n e w pistons,
t h e e n d g a p should b e c h e c k e d a n d c o m p a r e d
w i t h specifications. If t h e ring- g-a p- i s l e s s o r
g e a t e r t h a n t h e specified l i m i t s , t r y a n o t h - The piston ring side clearance MUST NOT exceed
e r ring set. 0.004~~.

c o n n e c t i n g ;od in t h e piston w i t h t h e num-

PISTON ASSEMBLING
Begin, by assembling t h e piston pin, rod,
a n d piston. L u b r i c a t e t h e piston pin holes in
t h e piston a n d c o n n e c t i n g rod as a n a i d t o
t h e pin sliding i n t o position. Insert the
b e r e d s i d e of t h e rod f a c i n g o u t b o a r d a n d
t h e a r r o w on t h e piston f a c i n g f o r w a r d when
installed in t h e block, as shown in t h e
illustration, previous page. P r e s s t h e pin
i n t o p l a c e , a n d t h e n k e e p t h e assembly in
o r d e r t o e n s u r e i t will b e installed in t h e
c o r r e c t bank of t h e block.
If new piston rings a r e t o b e installed,
r e m o v e t h e cylinder w a l l g l a z e w i t h a cylin-
d e r hone. TAKE EXTRA CARE t o r e m o v e
a l l t r a c e s of a b r a s i v e s as a p r e v e n t i o n
a g a i n s t e x c e s s i v e wear.

Check the piston ring end gap with a feeler gauge, Grinding ring ends to obtain proper end gap, if
as shown. another ring set with the desired gap cannot be found.
3- 108 ENGINE SERVICE © pdfmanualpublisher.com 2005
Slide the outer surface of e a c h ring into
t h e piston ring groove, and then roll t h e ring
completely around t h e piston t o be sure t h e
ring is f r e e and does n o t bind in t h e groove
at any point. The side clearance is t h e
distance between t h e ring and t h e upper
land of t h e piston. Check t h e side clearance
of each ring on e a c h piston and compare t h e
measurement with t h e limits given in t h e
Specifications in t h e Appendix.
Install t h e oil ring spacer in t h e oil ring
groove and position t h e gap in line with t h e
piston pin hole. Hold t h e spacer ends but-
ted, and install a s t e e l rail on t h e t o p side of
t h e spacer. R o t a t e t h e rail until t h e gap is
at least 1-inch t o t h e l e f t of t h e spacer gap.
Install t h e second rail on t h e lower side of
the spacer. R o t a t e t h e rail until t h e gap i s
at least 1-inch t o t h e right of t h e spacer
gap. R o t a t e t h e oil ring group in i t s groove
t o be sure t h e ring is f r e e and does not bind
in t h e groove at any one point.
PISTON INSTALLATION
Apply a liberal amount of light engine oil
Proper installation o f a new ring into the piston ring groove. Notice how the ring is bent slightly upward ( l e f t ) .
After the ring is started, the ring is rotated around and over the top o f the piston (right). The ring will feed into the
groove and the end will finally snap into place.
t o t h e piston rings, pistons, and cylinder
walls. TAKE TIME t o check t h e position of
t h e ring gaps t o be sure they a r e properly
spaced around t h e circumference of t h e
piston according t o t h e previous paragraphs.
Compress the rings with a ring com-
pressor. STOP a t this point. Four a r e a s
call for SPECIAL ATTENTION.
ONE, b e sure t h e arrow on t h e t o p of t h e
piston is facing forward. TWO, verify t h a t
each used assembly is being installed in t h e
s a m e cylinder from which i t was removed.
THREE, t h e numbers on t h e connecting rods
and the bearing caps must be on t h e out-
board side when t h e rod is installed in t h e
cylinder bore. FOUR, t a k e c a r e t o guide t h e
connecting rods during t h e piston installa-
tion t o prevent damaging t h e crankshaft
journals.
Push t h e piston into t h e cylinder with a
hammer handle. Continue pushing t h e
piston into place until t h e top of t h e piston
is slightly below the surface of t h e block.
R o t a t e t h e crankshaft until t h e throw
for t h e piston being installed is at t h e
bottom of i t s stroke. Now, push t h e piston
all t h e way down until t h e connecting rod

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A piston ring expanding tool must ALWAYS be used
when installing the rings onto the piston. I f such a tool
is not used, the ring may be distorted and bind in the
ring groove.
b e a r i n g seats o n t h e c r a n k s h a f t journal.
Install t h e c o n n e c t i n g rod cap. T i g h t e n t h e
c a p n u t s t o t h e t o r q u e value given in t h e
S p e c i f i c a t i o n s in t h e Appendix.
A f t e r a l l of t h e piston a s s e m b l i e s h a v e
b e e n installed a n d t h e c o n n e c t i n g rod c a p
Installation o f a well-lubricated piston and ring
assembly into i t s proper cylinder. N E V E R hammer on
the piston head because a ring may have popped out of
its groove and be broken.
FORD V8 3- 109
n u t s t i g h t e n e d t o t h e required t o r q u e value,
check t h e side clearance between t h e
c o n n e c t i n g rods on e a c h c r a n k s h a f t journal.
C o m p a r e your m e a s u r e m e n t w i t h t h e l i m i t s
given in t h e Specifications.
Install t h e oil pump; see S e c t i o n 3-36.
BE SURE t o p r i m e t h e oil p u m p prior t o
installation.
Install t h e cylinder heads; see S e c t i o n 3-
39.
Install t h e i n t a k e manifold; see S e c t i o n
3-38.
Install t h e e x h a u s t manifolds; see Sec-
tion 3-37.
Install t h e engine; see S e c t i o n 3-34.
Fill t h e c r a n k c a s e w i t h t h e proper
w e i g h t oil.
S t a r t t h e e n g i n e and c h e c k f o r leaks.
CAUTION. Water must circulate through
the lower unit to the engine any time the en-
gine is run to prevent damage t o the water
pump in the lower unit. Just five seconds
without water will damage the water pump.
A f t e r t h e e n g i n e t e m p e r a t u r e h a s stabi-
lized, a d j u s t t h e e n g i n e idle s p e e d a n d i d l e
f u e l m i x t u r e , see C h a p t e r 4.
3-42 CAMSHAFT SERVICE
If t h e e n g i n e i s t o p e r f o r m properly, t h e
valves m u s t open a n d c l o s e at a p r e d e t e r -
mined precise moment. O n t h e power
s t r o k e , t h e e x h a u s t v a l v e m u s t open just
b e f o r e b o t t o m d e a d c e n t e r in o r d e r t o per-
m i t t h e e x h a u s t g a s e s t o l e a v e t h e combus-
t i o n c h a m b e r under t h e r e m a i n i n g p r e s s u r e
(blowdown). - O n t h e e x h a u s t s t r o k e , t h e
i n t a k e v a l v e m u s t open just b e f o r e t o p d e a d
c e n t e r in o r d e r t o p e r m i t t h e air- fuel mix-
t u r e t o e n t e r t h e combustion c h a m b e r . T h e
m o v e m e n t of t h e valves is a f u n c t i o n of t h e
c a m s h a f t design a n d t h e v a l v e timing.
T h e r e f o r e , e x c e s s i v e w e a r of a n y c a m s h a f t
p a r t will a f f e c t e n g i n e p e r f o r m a n c e .
BEARINGS
TIMING CHAIN AND
CAMSHAFT SPROCKET
/ BORE PLUG
FUEL PUMP CENTRIC 6287
Camshaft and associated parts.
3- 1 10 ENGINE SERVICE
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CAMSHAFT LOBE LIFT
T S T PROCEDURE
The c a m s h a f t lobe l i f t measurement is
m a d e t o determine if t h e c a m s h a f t lobe i s
worn and t h e c a m s h a f t and t h e l i f t e r oper-
ating on t h e worn lobe must be replaced.
Remove t h e valve rocker a r m covers.
Remove t h e rocker a r m stud nut, fulcrum
seat and rocker arm. Use t h e a d a p t e r f o r
t h e ball-end push rods. Remove t h e pedes-
t a l mounted rocker arms. MAKE SURE t h e
push rod is in t h e valve lifter socket. Install
a dial indicator in such a manner a s t o have
t h e ball socket a d a p t e r of t h e indicator on
t h e end of t h e push rod and in t h e s a m e
plane a s t h e push rod movement.
C o n n e c t an auxiliary s t a r t e r switch in
t h e t h e s t a r t i n g circuit. Crank t h e engine
with t h e ignition switch OFF. Turn t h e
crankshaft over in small amounts until t h e
t a p p e t or l i f t e r is on t h e base circle of t h e
c a m s h a f t lobe. At t h i s point, t h e push rod
will be in i t s lowest position.
S e t t h e dial indicator a t Zero. R o t a t e
t h e crankshaft slowly until t h e push rod is in
t h e fully raised position, a s determined
when t h e dial indicator i s at t h e highest
reading. Now, compare t h e t o t a l l i f t
recorded on t h e indicator with t h e Speci-
fications in t h e Appendix.
To double check t h e accuracy of your
reading, continue t o r o t a t e t h e crankshaft
Checking the cam shaft lift using a special tool
inserted through the push rod hole in the head.
until t h e dial indicator i s back t o Zero. If
t h e l i f t on any lobe is below specified wear
limits, t h e c a m s h a f t and t h e valve lifter(s)
operating on t h e worn lobe(s) MUST be re-
placed.
Remove t h e dial indicator and t h e auxil-
iary s t a r t e r switch. Install t h e rocker arms.
A f t e r t h e rocker a r m s have been installed
DO NOT r o t a t e t h e c r a n k s h a f t until t h e
hydraulic valve l i f t e r s have had enough t i m e
t o bleed down, o r serious d a m a g e may be
caused t o t h e valve.
Install t h e rocker a r m covers.
S t a r t t h e engine and check f o r leaks.
CAUTION: Water must circulate through
the lower unit to the engine any time the en-
gine is run to prevent damage to the water
pump in the lower unit. Just five seconds
without water will damage the water pump,
Remove t h e i n t a k e manifold; see
Section 3-38.
Remove t h e timing chain and c a m s h a f t
sprocket; s e e Section 3-45.
Pull t h e spark plug wires from t h e brack-
e t s on t h e rocker a r m covers. Remove t h e
spark plug wires from t h e spark plugs.
Remove t h e rocker a r m covers. Loosen
t h e rocker a r m nuts, and then turn t h e
rocker a r m s aside.
Remove the valve lifter with a magnet.

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ALWAYS handle the camshaft carefully to prevent
damage to the bearings or the lobes.
Set up some kind of system t o hold t h e
push rods, and then remove each o n e in
order so they will be installed back in t h e
identical hole from which they w e r e re-
moved.
TAKE C A R E not t o g e t any dirt into t h e
engine paticularily into t h e valve lifters.
Use cloths and compressed air t o clean t h e
cylinder heads and adjacent parts.
Remove t h e valve lifters with a magnet
and keep them in order. Each MUST b e
installed into the s a m e valve guide from
which i t was removed. If a valve lifter is
stuck in its bore by excessive varnish or
gum, a plier-type tool or a claw-type tool
may be necessary in order t o get i t out.
R o t a t e t h e lifter back-and-f orth t o loosen i t
from the varnish or gum.
Remove t h e fuel pump and push rod.
CAUTION: Be sure t o plug the fuel line
to prevent fuel from siphoning out of the fuel
tank.
Removing the crankshaft sprocket, camshaft
sprocket, and timing chain together as an assembly.
FORD V8 3-1 1 1
Example of damaged cam lobes.
After all of t h e lifters have been re-
moved and placed in order, remove the
camshaft thrust plate. CAREFULLY re-
move t h e c a m s h a f t by pulling i t straight out
t h e f r o n t of t h e engine.
CLEANING
Clean t h e camshaft with solvent and
wipe t h e journals dry with a lint- free cloth.
ALWAYS handle t h e shaft CAREFULLY t o
avoid damaging t h e highly finished journal
surfaces. Blow out all of t h e oil passages
with compressed air.
Clean t h e gasket surfaces on t h e block
and crankcase front cover. Check t h e diam-
e t e r of t h e five camshaft bearings with a
micrometer for out-of-round condition,
taper, and wear. If t h e journals a r e out-of-
round m o r e than 0.00 l", t h e camshaft should
be replaced.
Inspect t h e camshaft lobes for scoring
and signs of abnormal wear. Normal lobe
wear may result in pitting in t h e general
a r e a of t h e lobe toe. This pitting is n o t
detrimental t o t h e operation of t h e c a m
shaft; therefore t h e camshaft need not b e
replaced unless t h e lobe lift loss has ex-
ceeded 0.005". The camshaft lobe lift can
be checked with a dial indicator and t h e
results compared with t h e specifications
given in t h e Appendix.
Check t h e camshaft for alignment. This
i s best done using V' blocks and a dial
indicator. The dial indicator will indicate
t h e e x a c t amount t h e camshaft is out of
true. If i t is o u t more than 0.002" dial
indicator reading, t h e c a m s h a f t should b e
replaced. When using t h e dial indicator in
this manner t h e high reading indicates t h e
high point of t h e shaft.
Remove any light scuffs, scores, or nicks
from t h e c a m s h a f t machined surfaces with a
smooth oil stone.
Check t h e c a m shaft bearings. If any
one needs t o be replaced, replace ALL FIVE,
never just one.
3- 1 12 ENGINE SERVICE
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Align the timing marks through the centers o f the
camshaft and the crankshaft.
Check t h e distributor drive gear f o r
broken o r chipped t e e t h and replace t h e
c a m s h a f t if t h e gear is damaged.
Checking end play on the camshaft.
CAMSHAFT BEARING SERVICE
Removal and replacement of t h e cam-
s h a f t bearings should be performed by quali-
fied mechanics in a shop equipped t o handle
such work. However, in m o s t cases t h e
block bores for t h e bearings can be bored t o
a larger s i z e and oversize bearings installed.
BE SURE t o check with your local marine
dealer f o r oversize bearings available.
CAMSHAFT INSTALLATION
Cover t h e c a m s h a f t journals with a coat-
ing of heavy engine oil and apply Lubriplate
or equivalent t o t h e c a m s h a f t lobes. If a
new c a m s h a f t is being installed, c o a t t h e
cam lobes with engine oil supplement, and
t h e n add t h e rest of t h e can's contents t o
t h e crankcase oil. CAREFULLY move t h e
c a m s h a f t through t h e bearings into position.
Install t h e c a m s h a f t thrust p l a t e with t h e
groove towards t h e cylinder block.
Check t h e c a m s h a f t end play hy f i r s t
pushing t h e c a m s h a f t towards t h e rear of
t h e engine. Next, install a dial indicator in
such a manner t h a t t h e indicator point is o n
t h e c a m s h a f t sprocket a t t a c h i n g screw. S e t
t h e dial indicator a t zero. Now, place a
l a r g e screwdriver between t h e carnshaf t
sprocket and t h e block. Finally, pull t h e
c a m s h a f t forward and release it. C o m p a r e
t h e dial indicator readinq with t h e Specifi-
cations in t h e Appendix. Hf t h e end play is
excessive, replace t h e t h r u s t d a t e . R e m o v e
t h e d i d indicator.
Lubricate t h e l i f t e r s and bores with
heavy engine oil. Install t h e valve l i f t e r s
PAYING ATTENTION t h a t each o n e is
replaced in t h e e x a c t position f r o m which i t
was removed.
Apply Lubriplate or equivalent t o each
end of t h e push rods and install t h e rods i n t o
t h e s a m e guides from which t h e y w e r e
removed. C o a t t h e valve s t e m tips with
Lubriplate, and then t h e rocker a r m s and
fulcrum s e a t s with heavy eneine ail. Posi-
tion t h e rocker a r m s a v e r t h e push rods.
Install t h e i n t a k e manifold; s e e Section
3-38.
Install the timing gear cover; see
Section 3-45.
R o t a t e t h e crankshaft until t h e No. 1
piston i s a t TDC a t t h e end of t h e com-
pression stroke, and then position t h e dis-
tributor in t h e block with t h e rotor a t t h e
No. 1 firing position and with t h e points just

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open. Install t h e hold down clamp.
Adjust t h e valve c l e a r a n c e ; see S e c t i o n
3-40.
Install t h e valve c o v e r s w i t h NEW gas-
kets and tighten t h e attaching screws t o t h e
t o r q u e value given in t h e S p e c i f i c a t i o n s in
t h e Appendix.
S t a r t t h e e n g i n e and c h e c k f o r leaks.
CAUTION Water must circulate through
the lower unit to the engine any time the en-
gine is run to prevent damage t o the water
pump in the lower unit. Just five seconds
without water will damage the water pump.
3-43 CRANKSHAFT AND MAIN BEARING
SERVICE
S e r v i c e work a f f e c t i n g t h e c r a n k s h a f t o r
t h e c r a n k s h a f t bearings m a y also a f f e c t t h e
c o n n e c t i n g rod bearings. T h e r e f o r e , i t i s
highly r e c o m m e n d e d t h a t t h e rod b e a r i n g s
b e c a r e f u l l y i n s p e c t e d as t h e y a r e removed;
see Section 3-30.
If t h e crankpins a r e worn t o t h e e x t e n t
t h a t t h e c r a n k s h a f t should b e r e p l a c e d o r
reground, t h e n this work should be d o n e in a
qualified shop. A t t e m p t i n g t o s a v e t i m e a n d
money by m e r e l y replacing t h e c r a n k s h a f t
bearings will n o t give s a t i s f a c t o r y e n g i n e
perf o r m a n c e .
Making the valve lash adjustment, as described in
the t e x t , see Section 3-40. There are three crankshaft
positions for checking the valves, Page 3-102.
FORD V8 3-1 13
CRANKSHAFT REMOVAL
R e m o v e t h e engine; see S e c t i o n 3-34.
R e m o v e t h e oil pan; see S e c t i o n 3-35.
R e m o v e t h e oil pump; see S e c t i o n 3-36.
R e m o v e t h e f l y w h e e l a n d coupler.
R e m o v e e a c h rod b e a r i n g c a p ; c l e a n a n d
i n s p e c t t h e lower b e a r i n g shell; and i d e n t i f y
t h e c a p plainly t o e n s u r e i t will b e i n s t a l l e d
o n t o t h e t h e s a m e rod f r o m which i t w a s
removed. Inspect e a c h rod b e a r i n g journal
s u r f a c e . If t h e journal s u r f a c e is s c o r e d o r
ridged, t h e c r a n k s h a f t m u s t b e r e p l a c e d o r
reground t o e n s u r e s a t i s f a c t o r y s e r v i c e w i t h
t h e new bearings. A slight roughness m a y
b e polished o u t w i t h fine- grit polishing c l o t h
thoroughly w e t t e d w i t h e n g i n e oil. Burrs
m a y b e honed off w i t h a f i n e stone.
R e m o v e a n d i n s p e c t t h e main b e a r i n g
c a p s and journals f o r signs of e x c e s s i v e
w e a r . Identify e a c h b e a r i n g c a p t o e n s u r e i t
will be r e p l a c e d in t h e s a m e position f r o m
which i t w a s removed. CAREFULLY r e m o v e
t h e c r a n k s h a f t f r o m t h e block and s u p p o r t i t
o n "V" blocks a t t h e No. 1 a n d No. 4 m a i n
bearing journals.
Short pieces of a rubber hose should ALWAYS be
used on the rod bolt threads to prevent damage to the
bearing surface as the piston assembly is removed.
3- 1 14 ENGINE SERVICE
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CLEANING
Clean t h e crankshaft with solvent and
wipe t h e journals dry with a lint- free cloth.
Inspect t h e main and connecting rod journals
f o r cracks, scratches, grooves, or scores.
Inspect t h e crankshaft oil seal surface f o r
nicks, s h a r p edges or burrs t h a t might
d a m a g e t h e oil seal during installation or
t h a t might cause p r e m a t u r e seal wear.
ALWAYS handle t h e crankshaft carefully t o
avoid damaging t h e highly finished journal
surfaces. Blow out all oil passages with
compressed air. The oil passageway leads
f r o m t h e rod t o t h e main bearing journal.
TAKE CARE not t o blow dirt i n t o t h e main
bearing journal bore.
Measure t h e d i a m e t e r s f e a c h journal at
four places t o determine t h e out-of-round,
t a w r , and wear. The out-of-round limit is
0,001"; t h e t a p e r must not e x c e e d 0.0011";
a n d t h e wear limit is 0.0035". If any of
t h e s e limits is exceeded, t h e crankshaft
must be reground t o an undersize, and
undersized bearing inserts must b e installed.
Dress minor scores with a n oil stone. If
t h e journals a r e severely marred o r exceed
t h e wear limit, they should be refinished t o
size for t h e next undersize bearing.
Refinish t h e journals t o give t h e proper
c l e a r a n c e with t h e next undersize bearing.
If t h e journal will not clean up t o t h e
maximum undersize bearing available,
replace t h e cran!tshaf t.
ALWAYS reproduce t h e s a m e journal
shoulder radius t h a t existed originally. A
radius t o o small will result in f a t i g u e failure
of t h e crankshaft. A radius t o o large will
result in bearing f a i l u r e due t o radius ride of
t h e bearing.
After t h e journals have been refinished,
bevel (chamfer) t h e oil holes, and t h e n
polish t h e journal with f i n e grit, No. 320,
polishing cloth and engine oil. Crocus c l o t h
may also be used a s a polishing agent.
SEALER SEALER
Places t o apply sealer t o the main bearing cap and
the block t o minimize the possibility of an oil leak.
CRANKSHAFT INSTALLATION
Remove t h e r e a r journal oil seal from
t h e block. Remove t h e r e a r main bearing
cap. Remove t h e main bearing inserts from
t h e block a n d from t h e bearing caps.
Remove t h e connecting rod bearing
inserts from t h e connecting rods and caps.
If t h e crankshaft main bearing journals
have been refinished t o a definite undersize,
install t h e c o r r e c t undersize bearings. BE
SURE t h e bearing inserts and t h e bearing
bores a r e clean. A very small amount of
foreign m a t e r i a l under t h e inserts could
distort t h e bearing and cause a failure.
Place t h e upper main bearing inserts in
position in t h e bores. CHECK TO BE SURE
t h e t a n g indexes in t h e slot. Install t h e
lower m a i n bearing inserts in t h e bearing
caps.
Clean t h e rear journal oil seal groove
and t h e mating surfaces of t h e block a n d
r e a r main bearing cap. Remove t h e oil seal
retainer pin f r o m t h e r e a r main bearing s e a l
groove if one i s installed. The retainer pin
is not used with a split lip seal. Dip t h e l i p
seal halves in clean engine oil. Carefully
install t h e s e a l halves in t h e block and in t h e
r e a r main bearing c a p with t h e UNDERCUT
sides of t h e seal toward t h e FRONT of t h e
engine and with approximately 318 inch
protruding above t h e partial surface.
CAREFULLY lower t h e crankshaft into
place. Be c a r e f u l n o t t o d a m a g e t h e highly
finished journal surfaces.
Plastigage i s soluble in oil, therefore,
clean t h e crankshaft journal thoroughly of
all t r a c e s of oil, and then turn t h e crank-
s h a f t until t h e oil hole i s down away f r o m
INSTALL SEAL WITH LIP
TOWARDS FRONT OF ENGINE
S E A L H A L V E S T O P R O T R U D E BEYOND
PARTING FACES THIS DISTANCE 10
ALLOW FOR CAP TO BLOCK ALIGNMENT
@+
REAR FACE OF REAR MAIN BEARING
CAP AND CYLINDER BLOCK
318
"IEW AT PART'NG
FACE OF SPLIT, LIP-TYPE
CRANKSHAFT SEAL
Details of the crankshaft rear oil seal installation.
 FORD V8 3-115
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PLACE PLASTIGAGE FULL WIDTH CHECK WIDTH OF PLASTIGAGE

OF JOURNAL ABOUT
'/4 INCH OFF CENTER 1 0.002" CLEARANCE

INSTALLING PLASTlGAGE MEASURING PLASTIGAGE

After the connecting rod cap has been properly tightened, and then removed, the flattened Plastigage can be
compared with the scale on the side of the package and the amount o f clearance accurately determined.

t h e c a p t o prevent g e t t i n g any oil on t h e t h e maximum c l e a r a n c e The d i f f e r e n c e be-

Plastigage. Whenever you turn t h e crank-
s h a f t with t h e r e a r bearing c a p removed,
hold t h e oil s e a l t o prevent i t from r o t a t i n g
o u t of position in t h e crankcase.
Place a piece of Plastigage on t h e bear-
ing s u r f a c e across t h e full width of t h e
bearing c a p and about 114 inch off c e n t e r .
Install t h e bearing cap, and then tighten t h e
bolts t o t h e torque value given in t h e Speci-
fications in t h e Appendix. DO NOT turn
t h e c r a n k s h a f t while t h e Plastigage i s in
place.
Remove t h e bearing c a p and m e a s u r e t h e
f l a t t e n e d Plastigage a t i t s widest point us-
ing t h e s c a l e printed on t h e Plastigage enve-
lope. T h e number within t h e graduation
which most closely corresponds t o t h e width
of t h e Plastigage indicates t h e bearing
c l e a r a n c e in thousands of an inch. The
widest point of t h e Plastigage is t h e mini-
mum clearance and t h e narrowest point is
t w e e n t h e readings indicates t h e t a p e r of
t h e journals. C o m p a r e your m e a s u r e m e n t s
with t h e Specificiatisns given in t h e Appen-
dix.
If t h e c l e a r a n c e e x c e e d s t h e limits
given, t r y 0.001" o r 0.002'' undersize bear-
ings in combination with t h e standard bear-
ings. Bearing c l e a r a n c e must b e within t h e
specified limits. If 0.002" undersize main
bearings a r e used on m o r e t h a n one journal,
BE SURE t h e y a r e all installed in t h e
cylinder block side of t h e bearing. If stand-
a r d and 0.002" undersize bearings do not
bring t h e c l e a r a n c e within t h e specified
limits, refinish t h e c r a n k s h a f t journal, t h e n
install undersize bearings.
A f t e r t h e bearing h a s been f i t t e d , apply
a light c o a t of engine oil t o t h e journal and
t h e bearing. Install t h e c a p and t i g h t e n t h e
bolts t o t h e torque value given in t h e Speci-
fications in t h e Appendix.

Examples of various wear patterns on bearing halves, including possible reasons for the condition.
 3- 1 16 ENGINE SERVICE
© pdfmanualpublisher.com 2005
R e p e a t t h e procedure for t h e r e a r main
bearing cap, and then for t h e remaining
bearings e x c e p t for No. 3 bearing, which i s
t h e thrust bearing. CHECK TO BE SURE
e a c h bearing c a p h a s been installed in i t s
original position and all of t h e c a p bolts
have been tightened t o t h e required torque
value.
Install t h e thrust, No. 3, bearing c a p
with t h e bolts finger tight. Pry t h e crank-
s h a f t forward with a l a r g e screwdriver
against t h e thrust surface of t h e upper bear-
ing half. Hold t h e crankshaft forward and
at t h e s a m e time, pry t h e thrust bearing c a p
t o t h e rear. These movements will align t h e
thrust surfaces of both halves of t h e bear-
ings. R e t a i n t h e forward pressure on t h e
crankshaft, and tighten t h e c a p bolts t o t h e
required torque value.
F o r c e t h e crankshaft toward t h e r e a r of
t h e engine. Install a dial indicator in such a
position t h a t t h e c o n t a c t point r e s t s against
t h e crankshaft flange and t h e indicator axis
is parallel t o t h e crankshaft axis. S e t t h e
indicator t o zero, and then push t h e crank-
s h a f t forward and n o t e t h e reading. The
reading will indicate t h e crankshaft e n d
play. Compare your measurement with t h e
limit given in t h e Specifications.
If t h e end play i s less than t h e minimum
limit, inspect both f a c e s of t h e thrust bear-
ing for scratches, burrs, nicks, or possible
dirt.
If t h e thrust bearing f a c e s a r e clean and
n o t damaged, t h e problem of not enough end
play is due t o not having t h e thrust bearing
1# PRY FORWARD
11 THRUST BEARING
FORWARD
" " - - -
PRY CRANKSHAFT FORWARD PRY CAP BACKWARD
The thrust bearing MUST be aligned properly before it is tightened. Alignment is accomplished by first prying the
crankshaft forward, then prying the main bearing cap backward, and finally tightening the bolts t o the torque value
given in the Specifications in the Appendix.
properly aligned. Loosen t h e c a p bolts and
r e p e a t t h e thrust bearing installation pro-
cedure. Check t h e end play again with t h e
dial indicator.
A f t e r t h e main bearings have been prop-
erly installed and tightened t o t h e required
torque value, install t h e connecting rod
caps; see Section 3-41. TAKE TIME t o
check t h e c l e a r a n c e of e a c h rod bearing
with Plastigage in t h e s a m e manner a s
checking t h e main bearing c l e a r a n c e des-
cribed earlier in this section. C o m p a r e your
results with t h e Specifications. Oil t h e
connecting rod bearings a n d c r a n k s h a f t
journals, then install t h e c a p s again and
tighten t h e nuts t o t h e required torque
value.
Check t h e clearance between e a c h con-
necting rod and i t s crankshaft journal and
c o m p a r e your measurement with t h e Speci-
fications in-the Appendix.
Install t h e timing chain and sprockets,
t h e cylinder f r o n t cover, and t h e c r a n k s h a f t
pulley and adapter; see Section 3-45.
C o a t t h e t h r e a d s of t h e flywheel a t t a c h -
ing bolts with oil- resistant sealer. Position
t h e flywheel on t h e crankshaft flange.
Install and tighten t h e bolts t o t h e required
torque value given in t h e Specifications.
Install t h e oil pump; s e e Section 3-36.
BESURE t o prime t h e oil pump.
Install t h e oil pan; see Section 3-35.
Install t h e oil f i l t e r and t h e fuel pump.
Install t h e engine; s e e Section 3-34.
Fill t h e c r a n k c a s e with t h e proper
weight oil.
/I6
11
HOLD CRANKSHAFT
FORWARD
THRUST '
 © pdfmanualpublisher.com 2005
S t a r t t h e engine and check for leaks.
CAUTION: Water must circulate through
the lower unit to the engine any time the en-
gine is run to prevent damage to the water
pump in the lower unit. Just five seconds
without water will damage the water pump.
3-44 SERVICING MAIN BEARINGS
AND/OR SEALS
REMOVAL
Remove t h e engine; s e e Section 3-34.
Remove t h e oil pan; see Section 3-35.
Remove t h e oil pump; see Section 3-36.
Remove t h e main bearing c a p t o which
new bearings a r e t o be installed. Work on
ONE bearing at a time. Do not move on t o
t h e next, until t h e bearing c a p bolts have
been tightened t o t h e torque value given in
t h e Appendix.
Insert t h e upper bearing removal tool
(Tool 6331) in t h e oil hole in t h e crankshaft.
If t h e tool is not available, a c o t t e r pin may
be bent as required t o do t h e job. R o t a t e
t h e crankshaft clockwise as viewed from t h e
front of t h e engine t o roll t h e upper bearing
out of t h e block. If you have difficulty
removing t h e bearing, i t may be necessary
t o remove t h e crankshaft; see t h e first p a r t
of this Section.
The connecting side clearance should be between.
0.010" to 0.020".
FORD V8 3- 1 17
Clean t h e crankshaft journal with sol-
vent and wipe i t dry with a lint- free cloth.
Inspect t h e journals and thrust faces (thrust
bearing) for nicks, burrs, or bearing par-
ticles t h a t would cause bearing wear.
If t h e rear main bearing is being re-
placed, remove and discard t h e rear oil seal
from t h e bearing cap. In order t o remove
t h e block half of t h e rear oil seal, i t will be
necessary t o loosen all of t h e main bearing
c a p bolts, and then t o raise t h e crankshaft
just a hair (not over 1/32 inch).
The oil seal in t h e cylinder block may b e
removed with a seal removal tool or by
inserting a m e t a l screw into one end of t h e
seal and then pulling on t h e screw t o remove
t h e seal. USE EXTRA CARE when working
around t h e journals not t o s c r a t c h or
damage t h e highly finished surfaces in any
way. -
Remove t h e oil seal retaining pin from
t h e bearing cap, if one is installed. The
retaining pin is not used with a split-tip
seal.
INSTALLATION
Installation of upper No. 1, 2, and 4 main
bearings. Place t h e plain end of t h e
bearing over t h e shaft on t h e locking tang
side of t h e block. Partially install t h e
bearing t o permit Tool 6331 t o be inserted
into t h e oil hole in t h e crankshaft. Insert
t h e tool, and then r o t a t e t h e crankshaft
counterclockwise (when viewed from t h e
f r o n t of t h e engine) until t h e bearing s e a t s
in position. Remove t h e tool. Apply a light
coating of oil t o t h e journal and bearing cap.
Install t h e bearing c a p and tighten t h e c a p
bolts t o t h e torque value given in t h e Speci-
fications in t h e Appendix.
Installation of t h e No. 3, thrust bearing:
Apply a coating of engine oil t o t h e journal
and t h e bearing cap. Install t h e bearing cap,
but bring t h e c a p bolts up just FINGER-
TIGHT.
Now, RELEASE t h e pressure on t h e other
bearing c a p s t o approximately ONE-HALF
t h e required torque value. Pry t h e crank-
shaft forward against t h e thrust surface of
t h e upper half of t h e bearing. Hold t h e
forward pressure on t h e crankshaft and at
t h e s a m e t i m e tighten t h e thrust bearing
c a p bolts t o t h e specified torque value.
Installation of t h e REAR MAIN BEAR-
ING: First, clean t h e oil seal groove with a
brush and lacquer thinner. If t h e bearing
3- 1 18 ENGINE SERVICE
© pdfmanualpublisher.com 2005
c a p is equipped with a retaining pin, remove
t h e pin. The pin is not used with a split lip
seal.
Next, install t h e lower seal in t h e rear
main bearing c a p with t h e UNDERCUT SIDE
of t h e seal toward t h e FRONT of t h e engine.
Permit t h e seal t o extend about 318 inch
above t h e parting surface in order for i t t o
m a t e with t h e upper seal when t h e c a p is
installed.
Dip both halves of t h e split lip-type seal
in engine
- oil. Install t h e upper
- - seal into i t s
groove in t h e cylinder block with t h e
UNDERCUT SIDE of t h e seal toward t h e
FRONT of t h e engine. This is accomplished
by rotating i t on t h e seal journal of t h e
crankshaft until about 318 inch extends
below t h e parting surface. Check t o b e s u r e
NO RUBBER has been shaved from t h e out-
side diameter of t h e seal by t h e bottom
edge of t h e groove. DO NOT allow oil t o
get on t h e sealer area.
Tighten the c a p bolts t o t h e specified
torque value.
Install t h e oil pump, s e e Section 3-36.
BE SURE t o prime t h e pump.
Install t h e oil pan; see Section 3-35.
Install t h e engine; see Section 3-34.
Fill t h e crankcase with t h e proper
weight oil.
S t a r t t h e engine and check for leaks.
CAUTION: Water must circulate through
the lower unit to the engine any time the en-
gine is run to prevent damage t o the water
pump in the lower unit. Just five seconds
without water will damage the water pump.
Using a puller to remove the crankshaft vibration
damper.
3-45 TIMING CHAIN
The camshaft is driven at half-engine
speed by a single-row chain and a sprocket
on the crankshaft. Timing chains a r e sub-
ject t o stretching a f t e r prolonged use, and,
theref ore, require replacement. Access t o
t h e chain is gained by first removing t h e
timing chain cover.
REMOVAL
Drain t h e water from t h e block. Re-
move t h e alternator drive belt. Remove all
accessory brackets a t t a c h e d t o t h e water
pump. Remove t h e w a t e r pump pulley.
Disconnect t h e water hoses from t h e water
pump. Remove t h e bolts attaching t h e
pump t o t h e timing chain cover.
Drain t h e crankcase. Remove t h e crank-
s h a f t pulley from t h e crankshaft vibration
damper. Remove t h e bolt and washer
attaching t h e damper t o t h e crankshaft.
Install a puller onto t h e damper, and then
remove t h e damper.
Disconnect t h e outlet line from t h e fuel
pump. Remove t h e bolts attaching t h e fuel
pump, and then move t h e fuel pump t o one
side out of t h e way with t h e inlet line still
connected.
Remove t h e bolts attaching t h e timing
chain cover from t h e pan. Use a thin bladed
Align the timing marks on both sprockets through
the center of the shafts.
 © pdfmanualpublisher.com 2005
knife t o c u t t h e oil pan g a s k e t flush w i t h t h e
block f a c e BEFORE s e p a r a t i n g t h e c o v e r
f r o m t h e block. C u t t i n g t h e pan g a s k e t a t
t h i s t i m e m e a n s you d o n o t h a v e t o r e m o v e
t h e pan in o r d e r t o r e p l a c e t h e f r o n t p a r t of
t h e pan g a s k e t when installing t h e t i m i n g
c h a i n cover. Remove t h e timing chain
c o v e r a n d t h e w a t e r p u m p t o g e t h e r as a n
assembly. Discard t h e c o v e r gasket.
R e m o v e t h e c r a n k s h a f t f r o n t oil slinger.
Reinstall t h e damper attaching bolt into
t h e crankshaft. R e m o v e t h e s p a r k plugs
f r o m both banks. With a s o c k e t w r e n c h on
t h e d a m p e r bolt head, r o t a t e t h e c r a n k s h a f t
clockwise until t h e t i m i n g m a r k on t h e c a m -
s h a f t s p r o c k e t aligns w i t h t h e t i m i n g m a r k
on t h e c r a n k s h a f t s p r o c k e t , as shown in t h e
a c c o m p a n y i n g illustration.
Remove the camshaft sprocket c a p
s c r e w , washers, a n d t h e f u e l p u m p e c c e n -
tric. Slide both s p r o c k e t s f o r w a r d and c l e a r
of t h e s h a f t s w i t h t h e chain s t i l l engaged.
FUEL PUflP CAM DOWEL
v-e
OIL SLINGER
Alignment of the timing marks through the centers
of the crankshaft and the camshaf t.
FORD V8 3-1 19
INSTALLATION
Position t h e k e y in t h e keyway of t h e
c r a n k s h a f t . Lay o u t t h e c a m s h a f t s p r o c k e t
and t h e crankshaft sprocket with t h e timing
m a r k s aligned opposite e a c h o t h e r , as
shown. Now, e n g a g e t h e c h a i n o n t o b o t h
s p r o c k e t s , t h e n slide b o t h s p r o c k e t s o n t o
their shafts with t h e timing marks still
aligned through t h e c e n t e r of t h e s h a f t s a n d
t h e keyway of t h e c r a n k s h a f t s p r o c k e t
aligned w i t h t h e key. C o n t i n u e pushing b o t h
s p r o c k e t s at t h e s a m e t i m e until t h e y a r e
fully s e a t e d . NEVER t r y t o d r i v e t h e sproc-
k e t o n t o t h e c a m s h a f t b e c a u s e t h e WELSH
PLUG at t h e r e a r of t h e e n g i n e will b e
dislodged.
Install t h e f u e l p u m p e c c e n t r i c , washers,
a n d c a m s h a f t s p r o c k e t c a p screw. T i g h t e n
t h e c a p s c r e w t o t h e t o r q u e value given in
t h e S p e c i f i c a t i o n s in t h e Appendix. Install
t h e c r a n k s h a f t f r o n t oil slinger.
C l e a n t h e g a s k e t s u r f a c e s of t h e t i m i n g
c h a i n c o v e r , t h e oil pan, a n d t h e e n g i n e
block. Install a n e w oil s e a l in t h e t i m i n g
c h a i n cover. ALWAYS use a new oil seal.
A t t e m p t i n g t o use t h e old s e a l i s just asking
f o r a n oil l e a k and you will probably g e t one.
Apply a c o a t i n g of e n g i n e oil t o t h e
t i m i n g chain. Lay down a bead of s e a l e r
o n t o t h e g a s k e t s u r f a c e of t h e oil pan. C u t ,
a n d t h e n position t h e required s e c t i o n of a
n e w g a s k e t o n t o t h e oil pan. Lay down a
second bead of s e a l e r on t o p of t h e pan
TOOL
T58P-6700-B
TOOL T53L-200-A /0) OR 6700-8
Installation of a new oil seal in the timing case. A
new seal should ALWAYS be installed or an oil leak at
this point will surely develop.
3- 120 ENGINE SERVICE © pdfmanualpublisher.com 2005
g a s k e t section. Now, c o a t t h e g a s k e t sur-
f a c e of t h e t i m i n g c h a i n c o v e r a n d t h e
m a t i n g s u r f a c e of t h e block w i t h sealer.
P l a c e a new g a s k e t in position on t h e block.
CAREFULLY p l a c e t h e t i m i n g c h a i n
c o v e r in position on t h e block, w i t h o u t
d a m a g i n g t h e s e a l o r allowing t h e g a s k e t t o
slip o u t of alignment.
Install a t i m i n g c h a i n c o v e r a l i g n m e n t
tool. This tool i s NECESSARY t o e n s u r e t h e
s e a l m a k e s e v e n c o n t a c t a l l around t h e
c r a n k s h a f t t o p r e v e n t t h e possibility of a n
oil l e a k at t h i s point.
Push downward on t h e c o v e r , and while
holding t h e c o v e r in t h i s position, install t h e
pan- to- cover a t t a c h i n g bolts. Coat the
cover- to- block a t t a c h i n g bolts w i t h oil-re-
s i s t a n t s e a l e r , a n d t h e n install t h e bolts.
T i g h t e n all of t h e b o l t s t o t h e r e q u i r e d
t o r q u e value given in t h e S p e c i f i c a t i o n s in
t h e Appendix. R e m o v e t h e a l i g n m e n t tool.
Apply a c o a t i n g of L u b r i p l a t e o r equiva-
l e n t t o t h e oil s e a l rubbing s u r f a c e of t h e
inner hub of t h e vibration d a m p e r , t o pre-
v e n t d a m a g e t o t h e seal. C o v e r t h e crank-
s h a f t w i t h a c o a t i n g of e n g i n e oil. Align t h e
c r a n k s h a f t vibration d a m p e r keyway w i t h
t h e key on t h e c r a n k s h a f t , a n d t h e n slide t h e
d a m p e r o n t o t h e crankshaft. Install t h e c a p
s c r e w a n d washer. Tighten t h e c a p s c r e w t o
t h e required t o r q u e value given in t h e Speci-
f ications.
Install t h e f u e l pump w i t h a NEW gasket.
Connect t h e fuel outlet line t o t h e fuel
Pump-
R e m o v e a n y old g a s k e t m a t e r i a l f r o m
t h e w a t e r p u m p a n d m a t i n g s u r f a c e of t h e
0 R 6059-F
TOO L ~ 6P1- 6 0 1 % ~
A centering gauge MUST be used to install the front
cover t o ensure the seal makes even contact around the
crankshaft. If the seal is not installed properly, an oil
leak will develop at this point.
t i m i n g c h a i n cover. C o a t b o t h s i d e s of a
NEW g a s k e t w i t h sealer. Lay a b e a d of
s e a l e r o n t o t h e m a t i n g s u r f a c e s of t h e w a t e r
p u m p a n d t h e t i m i n g c h a i n cover. Install
t h e w a t e r pump a n d t i g h t e n t h e a t t a c h i n g
bolts t o t h e required t o r q u e v a l u e given in
t h e Specifications.
C o n n e c t t h e w a t e r hoses t o t h e w a t e r
pump. Install a n y a c c e s s o r y b r a c k e t s which
w e r e r e m o v e d f r o m t h e w a t e r pump. Install
t h e w a t e r p u m p pulley on t h e w a t e r p u m p
s h a f t . Install t h e a l t e r n a t o r , a n d t h e d r i v e
belt. Adjust t h e d r i v e b e l t s f o r proper
tension.
Fill t h e c r a n k c a s e w i t h t h e proper
w e i g h t oil.
C l o s e t h e w a t e r d r a i n valves.
S t a r t t h e e n g i n e a n d c h e c k f o r leaks.
CAUTION: Water must circulate through
the lower m i t t o the engine any time the en-
gine is run to prevent damage t o the water
pump in the lower unit. Just five seconds
without water will damage the water pump.
Using a timing light to accurately adjust the ignition
timing t o the manufacturer's specifications. Perfor-
mance and fuel consumption are both directly depen-
dent on precise timing.
 © pdfmanualpublisher.com 2005
T h e fuel s y s t e m includes t h e f u e l t a n k ,
f u e l pump, f u e l f i l t e r s , c a r b u r e t o r , con-
n e c t i n g lines, a n d t h e p a r t s a s s o c i a t e d w i t h
t h e s e i t e m s . Regular m a i n t e n a n c e of t h i s
s y s t e m , as a n aid t o s a t i s f a c t o r y perform-
a n c e f r o m t h e engine, i s l i m i t e d t o c h a n g i n g
t h e f u e l f i l t e r and cleaning t h e f l a m e a r r e s -
t e r a t regular interval$.
If a sudden i n c r e a s e in g a s consumption
i s n o t i c e d , o r if t h e e n g i n e d o e s n o t per-
f o r m properly, a n d if t h e f l a m e a r r e s t e r has
been c h e c k e d a n d found t o be c l e a n , t h e n a n
overhaul, including boil-out, of t h e c a r b u r e -
t o r , o r r e p l a c e m e n t of t h e f u e l p u m p m a y b e
in order.
FUEL SYSTEM TROUBLESHOOTING
T h e following p a r a g r a p h s provide a n ord-
e r l y s e q u e n c e of t e s t s t o pinpoint p r o b l e m s
in t h e system. It i s v e r y r a r e f o r t h e
c a r b u r e t o r by itself t o c a u s e f a i l u r e of t h e
engine t o start.
Many t i m e s f u e l s y s t e m t r o u b l e s a r e
c a u s e d by a plugged fuel f i l t e r , a d e f e c t i v e
f u e l pump, o r by a l e a k in t h e l i n e f r o m t h e
f u e l t a n k t o t h e f u e l pump. Would you
believe, a good m a j o r i t y of s t a r t i n g t r o u b l e s
which a r e t r a c e d t o t h e f u e l s y s t e m a r e t h e
r e s u l t of a n e m p t y f u e l t a n k and t o a g e d
fuel.
F u e l will begin t o sour in t h r e e t o f o u r
m o n t h s a n d will c a u s e e n g i n e s t a r t i n g prob-
lems. A f u e l a d d i t i v e such as Sta-Bil m a y
be used t o p r e v e n t gum f r o m f o r m i n g during
s t o r a g e o r prolonged idle periods.
If t h e a u t o m a t i c c h o k e should s t i c k in
t h e open position, t h e e n g i n e would h a v e
trouble starting. This condition c a n b e
quickly c o r r e c t e d by rapid m o v e m e n t of t h e
a c c e l e r a t o r which will d i s c h a r g e f u e l i n t o
t h e i n t a k e manifold and t h e e n g i n e will
start.
If t h e a u t o m a t i c c h o k e should s t i c k in
t h e closed position, t h e e n g i n e will f l o o d
m a k i n g i t v e r y d i f f i c u l t to s t a r t . T o c o r r e c t
t h i s condition, m o v e t h e f a s t i d l e o r w a r m
up l e v e r t o t h e wide- open position as t h e
e n g i n e i s c r a n k e d . This a c t i o n will a c t i v a t e
t h e unloader l i n k a g e t o open t h e c h o k e v a l v e
a n d h e l p t h e flooded e n g i n e t o s t a r t .
When t h e e n g i n e i s hot, t h e f u e l s y s t e m
c a n c a u s e s t a r t i n g problems. A f t e r a h o t
e n g i n e i s s h u t down, t h e t e m p e r a t u r e inside
t h e f u e l bowl m a y r i s e t o 2 0 0 ' ~ a n d c a u s e
t h e f u e l t o a c t u a l l y boil. All c a r b u r e t o r s
a r e v e n t e d t o allow t h i s p r e s s u r e to e s c a p e
t o t h e a t m o s p h e r e . However, s o m e of t h e
f u e l m a y p e r c o l a t e o v e r t h e high- speed noz-
z l e and overflow i n t o t h e i n t a k e manifold.
In o r d e r f o r t h i s r a w f u e l to v a p o r i z e
enough t o burn, considerable a i r m u s t b e
a d d e d t o lean o u t t h e mixture. T h e r e f o r e ,
t h e only r e m e d y i s t o open t h e t h r o t t l e as
w i d e as possible a n d t o c r a n k t h e e n g i n e
until enough a i r is d r a w n in t o provide t h e
proper m i x t u r e f o r t h e e n g i n e to start.
NEVER m o v e t h e t h r o t t l e l e v e r back-and-
f o r t h in a n a t t e m p t t o s t a r t a h o t engine.
This a c t i o n will only compound t h e problem
by a d d i n g m o r e f u e l t o a n a l r e a d y too- rich
mixture.
If t h e n e e d l e v a l v e a n d seat a s s e m b l y i s
leaking, a n e x c e s s i v e a m o u n t of f u e l m a y
e n t e r t h e i n t a k e manifold in t h e following
manner: A f t e r t h e e n g i n e i s s h u t down, t h e
p r e s s u r e l e f t in t h e f u e l l i n e will f o r c e f u e l
p a s t t h e leaking n e e d l e valve. This e x t r a
f u e l will r a i s e t h e l e v e l in t h e f u e l bowl a n d
c a u s e f u e l t o overflow i n t o t h e i n t a k e mani-
fold.
A continuous overflow of f u e l i n t o t h e
i n t a k e manifold m a y be d u e t o a sticking o r
d e f e c t i v e f l o a t which would c a u s e an e x t r a
high level of fuel in t h e bowl a n d o v e r f l o w
i n t o t h e i n t a k e manifold.
 4-2 FUEL
© pdfmanualpublisher.com 2005
FUEL PUMP TEST
CAUTION: Gasoline will be flowing
in the engine compartment during this test.
Therefore, guard against fire by grounding
the high-tension wire to prevent i t from
sparking.
T h e high tension w i r e b e t w e e n t h e coil
a n d t h e d i s t r i b u t o r c a n b e grounded by e i t h -
e r pulling i t o u t of t h e d i s t r i b u t o r c a p a n d
graunding i t , o r by c o n n e c t i n g a jumper w i r e
f r o m t h e p r i m a r y (distributor) s i d e of t h e
ignition coil t o a good ground.
D i s c o n n e c t t h e f u e l line at t h e c a r b u r -
etor. Place a suitable container over t h e
e n d of t h e f u e l line t o c a t c h t h e f u e l dis-
c h a r g e d , a n d t h e n c r a n k t h e engine. If t h e
f u e l pump i s o p e r a t i n g properly, a h e a l t h y
s t r e a m of f u e l should pulse o u t of t h e line.
If t h e e n g i n e d o e s n o t s t a r t e v e n though
t h e r e i s a d e q u a t e f u e l flow f r o m t h e f u e l
line, t h e f u e l f i l t e r in t h e c a r b u r e t o r i n l e t
m a y be plugged o r t h e f u e l i n l e t n e e d l e
v a l v e a n d t h e seat m a y be g u m m e d t o g e t h e r
a n d p r e v e n t a d e q u a t e f u e l flow.
Continue cranking t h e engine and catch-
ing t h e f u e l f o r a b o u t 15 pulses t o d e t e r m i n e
if t h e a m o u n t of f u e l d e c r e a s e s w i t h e a c h
pulse o r m a i n t a i n s a c o n s t a n t a m o u n t . A
d e c r e a s e in t h e discharge i n d i c a t e s a re-
s t r i c t i o n in t h e line. If t h e f u e l l i n e i s
plugged, t h e f u e l s t r e a m m a y stop. If t h e r e
i s f u e l in t h e f u e l t a n k b u t n o f u e l f l o w s o u t
of t h e f u e l line while t h e e n g i n e i s being
c r a n k e d , t h e problem m a y b e in o n e of t h r e e
areas:
1- T h e l i n e f r o m t h e f u e l pump t o t h e
Test setup to check fuel pump volume.
c a r b u r e t o r m a y b e plugged as a l r e a d y men-
tioned.
2- T h e f u e l p u m p m a y b e d e f e c t i v e .
3- T h e line f r o m t h e f u e l t a n k t o t h e f u e l
pump m a y b e plugged o r t h e l i n e m a y b e
leaking air.
T h e following test e x p l o r e s t h e s e possi-
bilities.
FUEL LINE TEST
B e f o r e spending t i m e and e f f o r t c h e c k -
ing t h e f u e l s y s t e m , m a k e a c a r e f u l s u r v e y
t o e n s u r e s o m e o b j e c t s u c h a s a t a c k l e box,
etc. i s n o t r e s t i n g on t h e f u e l line a n d
r e s t r i c t i n g t h e flow of fuel.
The fuel line from t h e tank t o t h e fuel
p u m p c a n b e quickly t e s t e d by disconnecting
t h e existing f u e l l i n e at t h e f u e l p u m p a n d
c o n n e c t i n g a six-gallon p o r t a b l e t a n k and
f u e l line. This s i m p l e s u b s t i t u t i o n elimi-
n a t e s t h e f u e l t a n k a n d f u e l lines in t h e
boat. Now, s t a r t t h e e n g i n e a n d c h e c k t h e
performance.
If t h e problem h a s b e e n c o r r e c t e d , t h e
fuel system between t h e fuel pump inlet and
t h e f u e l tank, including t h e f u e l t a n k is at
f a u l t . This a r e a includes t h e f u e l line, t h e
f u e l pickup in t h e t a n k , t h e f u e l f i l t e r , a n t i -
siphon valve, t h e f u e l t a n k v e n t , e x c e s s i v e
foreign m a t t e r in t h e f u e l t a n k , a n d loose
f u e l f i t t i n g s sucking a i r i n t o t h e s y s t e m .
Improper s i z e f u e l f i t t i n g s c a n a l s o r e s t r i c t
f u e l flow.
A n o t h e r possible c a u s e of f u e l line prob-
l e m s m a y b e d e t e r i o r a t i o n of t h e inside
lining of t h e f u e l l i n e which rnay c a u s e s o m e
Arrangement of pressure gauge and container to
test fuel pump pressure.
 © pdfmanualpublisher.com 2005
of t h e lining t o develop a blockage similar
t o t h e action of a check valve. Therefore,
if t h e fuel line appears t h e l e a s t bit ques-
tionable, replace t h e e n t i r e line.
Begin at t h e fuel tank and check e a c h
a r e a carefully and in a logical sequence.
ROUGH ENGINE IDLE
If a n engine does not idle smoothly, t h e
most reasonable approach t o t h e problem i s
t o perform a tune-up t o eliminate such
a r e a s as: d e f e c t i v e points; faulty spark
plugs; and timing o u t of adjustment.
O t h e r problems t h a t c a n prevent a n en-
gine from running smoothly include: An a i r
leak in t h e intake manifold; uneven com-
pression between t h e cylinders; and sticky
valves.
Of course any problem in t h e c a r b u r e t o r
a f f e c t i n g t h e air- fuel mixture will also pre-
vent t h e engine from operating smoothly at
idle speed. These problems usually include:
Too high a fuel level in t h e bowl; a heavy
float; leaking needle valve and seat; a dirty
f l a m e arrestor; d e f e c t i v e a u t o m a t i c choke;
and improper adjustments for idle mixture
o r idle speed.
EXCESSIVE FUEL CONSUMPTION
Excessive fuel consumption c a n be t h e
result of any one of t h r e e conditions, o r a
combination of all three.
1- Inefficient engine operation.
2- Faulty condition of t h e hull, including
excessive m a r i n e growth.
3- Poor boating habits of t h e operator.
If t h e fuel consumption suddenly increas-
es over w h a t could be considered normal,
then t h e cause can probably be a t t r i b u t e d t o
t h e engine o r boat and n o t t h e operator.
Marine growth on t h e hull c a n have a
very marked e f f e c t on boat performance.
This is why sail boats always t r y t o h a v e a
haul o u t as close t o r a c e t i m e a s possible.
While you a r e checking t h e bottom t a k e
n o t e of t h e propeller condition. A bent
blade o r o t h e r damage will definitely c a u s e
poor boat performance.
If t h e hull and propeller a r e in good
shape, then check t h e fuel system for a
leak. Check t h e line between t h e fuel pump
and t h e carburetor while t h e engine is run-
ning and t h e line between t h e fuel tank and
PUMP 4-3
t h e pump when t h e engine i s n o t running. A
leak between t h e tank and t h e pump many
t i m e s will not appear when t h e engine is
operating because t h e suction c r e a t e d by
t h e pump sucking fuel will n o t allow t h e f u e l
t o leak. O n c e t h e engine is turned off and
t h e suction n o longer exists, fuel may begin
t o leak.
If a minor tune-up has been performed
and t h e spark plugs, points, a n d timing a r e
properly ajusted, then t h e problem most
likely is in t h e c a r b u r e t o r a n d a n overhaul is
in order. Check t h e power valve and t h e
needle valve and s e a t for leaking. Use e x t r a
c a r e when making any adjustments a f f e c t i n g
t h e fuel consumption, such as t h e f l o a t
level, a u t o m a t i c choke, vacuum- control, and
t h e power valve. Any t i m e t h e a u t o m a t i c
choke is checked, BE SURE t h e h e a t tube is
open and t h e vacuum system is operating
properly .
The f l a m e a r r e s t e r should be cleaned at
regular intervals.
ENGINE SURGE
If t h e engine o p e r a t e s as if t h e load on
t h e b o a t were being constantly increased
and .decreased even though you a r e a t t e m p t -
ing t o maintain a constant engine speed, t h e
problem can most likely b e a t t r i b u t e d t o t h e
fuel pump.
The next f e w paragraphs briefly describe
operation of t h e fuel pump. This description
is followed by detailed procedures f o r t e s t -
ing t h e pressure; testing t h e volume; rernov-
ing; and installing t h e fuel pump.
SINGLE-DIAPHRAGM FUEL PUMP
The fuel pump sucks gasoline f r o m t h e
f u e l t a n k and delivers i t t o t h e c a r b u r e t o r -i
'
sufficient quantities, under pressure, t o
satisfy engine demands under all operating
conditions.
T h e pump is operated by a two- part
rocker a r m . The o u t e r p a r t rides on a
e c c e n t r i c on t h e c a m s h a f t and i s held in
c o n s t a n t c o n t a c t with t h e c a m s h a f t by a
strong return spring. The inner p a r t is
connected t o t h e fuel pump diaphragm by a
short connecting rod. As t h e c a m s h a f t
r o t a t e s , t h e rocker a r m moves up and down.
As t h e o u t e r p a r t of t h e rocker a r m moves
downward, t h e inner p a r t moves upward,
4-4 FUEL © pdfmanualpublisher.com 2005
pulling t h e fuel diaphragm upward. This
upward movement compresses t h e dia-
phragm spring and c r e a t e s a vacuum in t h e
f u e l c h a m b e r below t h e diaphragm.
vacuum c a u s e s t h e o u t l e t valve t o close and
p e r m i t s fuel from t h e g a s t a n k t o e n t e r t h e
c h a m b e r by way of t h e fuel f i l t e r and t h e
inlet valve.
Now, a s t h e e c c e n t r i c on t h e c a m s h a f t
allows t h e o u t e r p a r t of t h e rocker a r m t o
move upward, t h e inner p a r t moves down-
ward, releasing i t s hold on t h e connecting
rod. The compressed diaphragm spring then
e x e r t s pressure on t h e diaphragm, which
closes t h e inlet valve and f o r c e s f u e l o u t
through t h e o u t l e t valve t o t h e carburetor.
Because t h e fuel pump diaphragm is
moved downward only by t h e diaphragm
spring, t h e pump delivers fuel t o t h e carbu-
r e t o r only when t h e pressure in t h e o u t l e t
line is less t h a n t h e pressure e x e r t e d by t h e
diaphragm spring. This lower pressure con-
dition exists when t h e c a r b u r e t o r f l o a t nee-
dle valve is unseated and t h e fuel passages
f r o m t h e pump into t h e c a r b u r e t o r f l o a t
chamber a r e open.
When t h e needle valve is closed and held
in place by t h e pressure of t h e fuel on t h e
f l o a t , t h e pump builds up pressure in t h e
fuel chamber until i t o v e r c o m e s t h e pres-
s u r e of t h e diaphragm spring. This pressure
almost stops movement of t h e diaphragm
until more fuel is needed in t h e c a r b u r e t o r
f l o a t bowl.
Fuel in the sight glass indicates a ruptured dia-
phragm and the fuel pump MUST be replaced.
From this description and t h e accom-
panying illustration, you can a p p r e c i a t e why
t h e t h e fuel pump diaphragm and t h e carbu-
The r e t o r f l o a t must b e in good condition at all
t i m e s f o r proper engine performance.
DUAL-DIAPHRAGM FUEL PUMP
S o m e fuel pumps have t w o diaphragms
and a sight bowl a t t a c h e d on t h e outside of
t h e pump. The diaphragms a r e s e p a r a t e d by
a m e t a l spacer. This type of fuel pump h a s
f o u r important s a f e t y features:
I- If t h e primary diaphragm fails, t h e
pump continues t o function with t h e second
diaphragm.
2- Fuel c a n n o t l e a k outward f r o m t h e
pump. The-only possible place i t c a n leak t o
i s i n t o t h e s p a c e between t h e diaphragms.
3- Fuel observed i n t h e sight bowl indi-
c a t e s a f a u l t y pump.
4- The possibility of both diaphragms
failing at t h e s a m e t i m e is e x t r e m e l y re-
m o t e because t h e y a r e m a d e of d i f f e r e n t
m a t e r i a l s and a r e shaped differently.
No maintenance is required or possible
on t h e dual-diaphragm pump. If fuel is
d e t e c t e d in t h e sight bowl replace t h e pump.
SERVICE PROCEDURES
Most fuel pumps on late- model engines
a r e of t h e sealed- type and cannot b e repair-
ed. The cost of a new pump is nominal,
theref ore, even if t h e pump is not sealed, i t
is usually m o r e practical t o replace t h e
pump instead of a t t e m p t i n g t o repair it.
For your s a f e t y , t h e new pump must b e a
C o a s t Guard approved marine- type unit.
Proper fuel pressure and volume a r e both
necessary f o r proper engine performance. If
t h e pressure is not adequate, t h e fuel level
in t h e f l o a t bowl of t h e c a r b u r e t o r will b e
low and result in a - l e a n m i x t u r e and fuel
starvation at high speeds. If t h e pressure i s
t o o high t h e fuel level in t h e f l o a t bowl will
rise and result in a rich m i x t u r e and flood-
ing.
If t h e volume is not a d e q u a t e , t h e engine
will be s t a r v e d at high speeds.
Service instructions consist of checking
t h e o u t p u t pressure of t h e pump and t h e
volume delivered t o t h e carburetor.
 © pdfmanualpublisher.com 2005
PUMP 4-5

FUEL PUMP PRESSURE TEST

Remove t h e f l a m e arrester. Disconnect

t h e f u e l l i n e at t h e c a r b u r e t o r . TAKE
CARE n o t t o spill f u e l on a h o t e n g i n e
b e c a u s e i t m a y IGNITE.
ALWAYS h a v e a f i r e extinguisher handy
when working on a n y p a r t of t h e f u e l sys-
t e m . REMEMBER, a very s m a l l a m o u n t of
f u e l vapor in t h e bilge, h a s t h e p o t e n t i a l
explosive power of o n e s t i c k of DYNAMITE.
C o n n e c t a pressure g a u g e , r e s t r i c t o r ,
c o n t a i n e r , a n d flexible hose b e t w e e n t h e
f u e i filter and t h e c a r b u r e t o r . Start the
engine. With t h e e n g i n e idling, v e n t t h e
o u t l e t hose into t h e c o n t a i n e r by opening
t h e hose r e s t r i c t o r momentarily. C l o s e t h e
h o s e r e s t r i c t o r a n d allow t h e p r e s s u r e t o Arrangement o f pressure gauge and container t o
stabilize. The p r e s s u r e reading should be test fuel pump pressure and volume.
b e t w e e n 3.5 a n d 5.5 psi.

FUEL PUMP VOLUME TEST

If t h e f u e l p u m p p r e s s u r e i s within t h e
3.5 t o 5.5 psi range, test t h e volume by
opening t h e hose r e s t r i c t o r w i t h t h e e n g i n e

J
F O U R A N D SIX CYLINDER

Pulsator Cover 7 O i l Seat 1 O i l Seal and Retainer 7 P i v o t P i n

P u l s a t o r Diaphra g m
Outlet Valve
Inlet Valve
Diaphragm Assembl y
Diaphragm Spring
8 F u e l Cover 2 Diaphragmspring 8 Rocker Arm and L e v e r Assembly
9 Rocker Arm Return Spring 3 Diaphram Assembly 9 Rocker Arm Return Spring
10 Rocker Arm and L e v e r Assembly 4 Inlet Valve 10 F u e l Cover
11 P i v o t P i n 5 Outlet Valve 11 Pulsator Diaphragm
12 Pump Body 6 Pump Body 12 P u l s a t o r Cover

Cutaway views of two fuel pumps.

4-6 FUEL © pdfmanualpublisher.com 2005
idling and collect t h e fuel discharged into
t h e graduated container. The fuel pump
should discharge a pint of fuel in 30 seconds
f o r a six-cylinder engine and in 20 seconds
for a V8 engine.
FUEL PUMP REMOVAL
Disconnect t h e fuel inlet and o u t l e t lines
from t h e fuel pump. ALWAYS USE t w o
wrenches when disconnecting or connecting
t h e outlet line fitting t o avoid damaging t h e
fuel pump.
Be sure to plug the fuel line to prevent
fuel from siphoning out of the fuel tank.
Remove t h e fuel pump mounting bolts,
and t h e n t h e pump and gasket. If you a r e
working on a V8 engine and t h e push rod is
t o be removed, remove t h e pipe plug, push
rod, and t h e fuel pump adaptor.
FUEL PUMP INSTALLATION
If working on a V8 engine, install t h e
fuel pump push rod and pipe fitting o r t h e
Exploded view of a Carter fuel pump. A fuel pump repair kit is
available which consists of all moving or wearing parts except the
rocker arm. If the rocker arm or a casting is damaged, it is advisable
to replace the pump rather than attempting to repair it. (1) screw,
(2) lockwasher, (3) fuel pump assembly, (4) push rod, (5) gasket,
(6) screw, (7) lockwasher, (8) plate, (9) gasket, (10) yoke, (11) bowl,
(12) filter element, (13) spring, (14) gasket, (15) fitting.
Arrangement of parts for mounting a fuel pump on
late-model Chevrolet engines.
adaptor. Lay down a bead of Permatex,
Form-A-Gasket, or equivalent, on t h e gas-
k e t and pipe fitting.
Install t h e fuel pump and a NEW gasket.
Use sealer on t h e mounting bolt threads.
Tighten t h e bolts securely.
On V8 engines, a pair of mechanical
fingers can b e used t o hold t h e fuel pump
push rod up while installing t h e pump.
Connect t h e fuel lines t o t h e pump.
S t a r t t h e engine and check f o r leaks.
CAUTION: Water must circulate through
the lower unit to the engine any time the en-
gine is run to prevent damage to the water
pump in the lower unit. Just five seconds
without water will damage the water pump.
FUEL FILTER REPLACEMENT
Most marine engines have s o m e type of
in-line fuel filter. This filter should b e
replaced every 100 hours of operation or
sooner if you suspect i t may be clogged.
To replace t h e in-line filter element,
first remove t h e f l a m e arrestor. Next,
loosen t h e retaining clamps securing t h e
hoses t o t h e fuel filter. Disconnect t h e fuel
f i l t e r from t h e hoses and discard t h e retain-
ing clamps.
Install NEW clamps on t h e hoses. Con-
nect t h e hoses t o t h e new filter. Tighten
t h e filter, and then position t h e fuel line
hose clamps in place and crimp t h e m se-
curely. S t a r t t h e engine and check f o r
leaks.
Arrangement of fuel filter parts at the carburetor.
 © pdfmanualpublisher.com 2005
Clean flame arrestor every 50 hours of operation.
CAUTION: Water must circulate through
the lower unit to the engine any time the en-
gine is run to prevent damage t o the water
pump in the lower unit. Just five seconds
without water will damage the water pump.
FLAME ARRESTOR CLEANING
T h e f l a m e a r r e s t o r should b e r e m o v e d
a n d c l e a n e d e v e r y 50 hours. I t is not
n e c e s s a r y t o r e p l a c e t h e a r r e s t o r unless i t i s
d a m a g e d and will n o t seat properly on t h e
carburetor.
R e m o v e and c l e a n t h e a r r e s t o r w i t h sol-
v e n t and blow i t d r y w i t h c o m p r e s s e d air.
R e p l a c e i t on t h e c a r b u r e t o r .
CARBURETORS
In t h e s i m p l e s t t e r m s , a c a r b u r e t o r is
m e r e l y a m e t e r i n g d e v i c e which m i x e s t h e
proper a m o u n t of fuel a n d a i r f o r delivery t o
t h e c y l i n d e r s under a l l o p e r a t i n g conditions.
When t h e e n g i n e i s idling, t h e m i x t u r e i s
roughly 10 p a r t s a i r t o 1 p a r t fuel. A t high
s p e e d o r under heavy load, t h e m i x t u r e i s
a b o u t 1 2 p a r t s a i r t o 1 p a r t fuel.
T h e f u e l is held in r e s e r v e in t h e f l o a t
c h a m b e r of t h e c a r b u r e t o r . A f l o a t valve in
this chamber admits fuel from t h e fuel
pump t o r e p l a c e t h e f u e l leaving t h e c h a m b -
e r and burned by t h e engine. M e t e r i n g j e t s
extend from t h e fuel chamber into t h e car-
buretor throat.
T h e downward m o v e m e n t of a piston
c r e a t e s a suction t h a t d r a w s a i r i n t o t h e
c a r b u r e t o r throat. T h e r e i s a r e s t r i c t i o n in
t h e t h r o a t c a l l e d a venturi. This v e n t u r i
r e d u c e s a i r p r e s s u r e at this point by increas-
ing t h e a i r velocity.
The difference between t h e air pressure
in t h e f l o a t c h a m b e r a n d t h e p r e s s u r e in t h e
carburetor throat causes the fuel t o be
f o r c e d through t h e m e t e r i n g jets a n d i n t o
t h e a i r s t r e a m . This m i x t u r e of f u e l a n d a i r
i s t h e n burned in t h e e n g i n e cylinders.
F r o m this description, you c a n a p p r e-
c i a t e why t h e jets m u s t b e c l e a n , f r e e of
g u m , a n d a d j u s t e d properly f o r s a t i s f a c t o r y
engine performance.
T h e low- speed j e t h a s a n a d j u s t a b l e
needle t o compensate for changing atmos-
p h e r i c conditions. T h e high- speed jet i s a
fixed orifice.
T h e volume of t h e fuel- air m i x t u r e
drawn into t h e engine t o regulate engine
speed, is c o n t r o l l e d by a t h r o t t l e valve. An
e x t r a a m o u n t of f u e l i s r e q u i r e d t o s t a r t a
cold engine- This e x t r a f u e l is delivered by
a c h o k e valve installed a h e a d of t h e m e t e r -
ing j e t s and t h e venturi or v e n t u r i s as t h e
case m a y be. A f t e r t h e e n g i n e s t a r t s a n d
warms t o operating temperature, t h e choke
i s gradually opened t o r e s t o r e t h e n o r m a l
air- fuel mixture.
T h e t h r o a t of a c a r b u r e t o r i s usually
r e f e r r e d t o as a "barrel". Single, double, o r
f o u r b a r r e l c a r b u r e t o r s h a v e a m e t e r i n g jet,
n e e d l e valve, t h r o t t l e , a n d c h o k e p l a t e f o r
e a c h b a r r e l o r pair of barrels.
INDUCED
LOW
PRESSURE VENTURI
Air flow principle for a modern carburetor.
 4-8 FUEL © pdfmanualpublisher.com 2005
T h e i n f o r m a t i o n is p r e s e n t e d w i t h re-
s p e c t t o t h e number of b a r r e l s in t h e car-
b u r e t o r , beginning w i t h t h e single- barrel
R o c h e s t e r BC, S e c t i o n 4-8, and C a r t e r RBS,
S e c t i o n 4-2.
T h e 2GV a n d t h e 2GC, S e c t i o n 4-3, a r e
two- barrel R o c h e s t e r carburetors. The only
d i f f e r e n c e b e t w e e n t h e s e t w o m o d e l s is in
t h e c h o k e a n d t h e rnountinc base.
T h e four- barrel c a r b u r e t o r s e c t i o n s u t -
lines p r o c e d u r e s f o r work o n t h e R o c h e s t e r
4MV, S e c t i o n 4-4.
T h e Molley two- and four- barrel c a r -
b u r e t o r s a r e c o v e r e d in t h e l a s t s e c t i o n , 4-5.
E a c h s e c t i o n is identified by a n u m b e r
a n d t h e s e n u m b e r s a r e r e f e r e n c e d in o t h e r
Chapters.
"SOUR" FUEL
Under a v e r a g e conditions ( t e m p e r a t e cli-
m a t e s ) , f u e l will begin t o breakdown in
a b o u t f o u r months. A gummy substance
f o r m s in t h e b o t t o m of t h e f u d t a n k and in
other areas. The filter screen between t h e
t a n k a n d t h e c a r b u r e t o r a n d s m a l l passages
A gnsolirze stabilizer nnd condiriotzer rnuy he used
to prevent fuel from "souriizg" for up l o tweliv full
~mmhs.
in t h e c a r b u r e t o r will b e c o m e clogged. T h e
gasoline will begin t o give off a n o d o r
s i m i l a r t o r o t t e n eggs. Such a condition c a n
c a u s e t h e o w n e r m u c h f r u s t r a t i o n , t i m e in
c l e a n i n g c o m p o n e n t s , and t h e e x p e n s e of
replacernent o r overhaul p a r t s for the car-
buretor.
Even w i t h t h e high p r i c e of f u e l , remov-
ing gasoline t h a t h a s b e e n s t a n d i n g unused
o v e r a long period of t i m e is s t i l l t h e e a s i e s t
a n d l e a s t expensive p r e v e n t a t i v e m a i n t e n -
a n c e possible. In m o s t cases, t h i s old g a s
c a n b e used w i t h o u t h a r m f u l e f f e c t s in a n
a u t o m o b i l e using regular gasoline.
T h e gasoline p r e s e r v a t i v e a d d i t i v e STA-
BE, shown below, will k e e p t h e f u e l "fresh"
f o r u p t o t w e l v e months. If t h i s p a r t i c u l a r
p r o d u c t i s n o t a v a i l a b l e in your a r e a , o t h e r
s i m i l a r a d d i t i v e s a r e produced under various
t r a d e names.
LEADED GASOLINE AND GASOHOL
In the United States, the environmental
Protection Agency (EPA), has enacted regula-
tions nation-wide phasing-out the use of leaded
fuels, "Regular" gasoline since 1988. Lead in
gasoline boosts the octane rating (energy).
Therefore, if the lead is removed, it must be
replaced with another agent. Unknown to the
general public, many refineries are adding
alcohol in an effort to hold the octane rating.
Alcohol in gasoline c a n h a v e a d e t e r i o r -
a t i n g e f f e c t on c e r t a i n f u e l s y s t e m parts.
Seals c a n swell, p u m p c h e c k valves c a n
swell, d i a p h r a g m s d i s t o r t , a n d o t h e r rubber
o r n e o p r e n e composition p a r t s in t h e f u e l
system can he affected.
Since 1980, O M C h a s m a d e e v e r y e f f o r t
t o use m a t e r i a l s t h a t will r e s i s t t h e alcohol
being a d d e d t o fuels.
F u e l s c o n t a i n i n g alcohol will slowly a b -
s o r b m o i s t u r e f r o m t h e air. O n c e t h e mois-
t u r e c o n t e n t in t h e f u e l e x c e e d s a b o u t 1%,
i t will s e p a r a t e f r o m t h e f u e l t a k i n g t h e
alcohol w i t h it. This w a t e r / a l c o h o l m i x t u r e
will s e t t l e t o t h e b o t t o m of t h e f u e l tank.
T h e e n g i n e will f a i l t o o p e r a t e . T h e r e f o r e ,
s t o r a g e of this t y p e of gasoline f o r use in
m a r i n e e n g i n e s i s n o t recotnmended f o r
m o r e t h a n just a f e w days.
O n e t e m p o r a r y , b u t a g g r a v a t i n g , solution
t o i n c r e a s e t h e o c t a n e of "Unleaded" f u e l is
t o purchase some aviation fuel from t h e
l o c a l a i r p o r t . Add a b o u t 10 t o 1 5 p e r c e n t of
t h e tank's c a p a c i t y t o t h e unleaded fuel.
© pdfmanualpublisher.com 2005
4-10 FUEL © pdfmanualpublisher.com 2005
4-1 ROCHESTER BC CARBURETOR
This single-barrel carburetor was used on
early model four- and six-cylinder engines
and was replaced by t h e Rochester 2GC
m odel.
A couple f e a t u r e s of this carburetor in-
clude:
A concentric- type float bowl allowing
fuel t o surround t h e main carburetor bore
and venturi. This design, plus t h e centrally
located main fuel discharge nozzle, prevents
fuel spill-over during sharp turns, quick
s t a r t s , and s ~ ~ d d estops.
n t h e choke valve plate retaining screws from
This assembly contains t h e main meter-
ing p a r t s of t h e carburetor and is easily
removed for inspection and service. It is
a t t a c h e d t o t h e air horn and suspended in
t h e fuel in t h e f l o a t chamber. This arrange-
ment insulates t h e main assembly from h e a t
t h a t may be transmitted from t h e engine
directly t o t h e bottom of t h e float bowl.
This design helps maintain more a c c u r a t e
fuel rnetering because less fuel vapors e n t e r
t h e main metering parts of t h e assembly
when t h e engine is hot.
THERHOSTATIC COIL GASKET
\ /
x 4-
RETAl N lNG SCREWS
+
REMOVAL
1- Remove t h e choke cover attaching
screws and retainers. Remove t h e choke
cover and thermostatic coil assembly from
t h e choke housing. Remove t h e choke cover
gasket and baffle plate. Remove t h e fuel
filter inlet nut, gaskets, fuel filter, and
spring. The choke valve and s h a f t SHOULD
MOT be removed unless t h e shaft is binding
or t h e valve is damaged. To repair this t y p e
of damage, f i l e t h e choke valve screw stak-
e d ends level with t h e choke shaft. Remove
t h e shaft. Lift o u t t h e plate, and then slide
t h e shaft out of t h e air horn. The s h a f t is
removed by f i r s t rotating t h e shaft t o re-
move t h e piston and pin from t h e choke
housing. Remove t h e choke housing from
t h e bowl cover by removing t h e attaching
screws and gasket.
2- Remove t h e choke rod retaining
spring clip and rod from t h e choke s h a f t
lever. Unscrew t h e vacuum tube connector
nut from t h e choke housing. Remove t h e
bowl cover screws, and then t h e return
spring bracket. Lift t h e cover STRAIGHT
U P t o prevent damage t o t h e floats.
ROD
 © pdfmanualpublisher.com 2005
Tip of an idle mixture adjusting needle bent from
being forced into its seat and against the closed throt-
tle plate.
3- With t h e cover up-ended, remove t h e
f l o a t hinge pin, t h e floats, and t h e f l o a t
needle. Remove t h e f l o a t seat and gasket.
Remove t h e main well support, vacuum
power piston, and spring, Separate t h e
gasket from t h e cover. Remove t h e main
metering jet and power valve retainer.
Take o u t t h e spring and ball from t h e main
well support.
4- Use a pair of needle nose pliers t o
remove t h e pump discharge guide. Hold t h e
accelerating pump plunger all t h e way down,
a n d a t t h e s a m e t i m e remove t h e hairpin
retainers and t h e pump link from t h e throt-
t l e lever and pump arm. Remove t h e pump
assembly f r o m t h e bowl. Emerse t h e plung-
e r in gasoline o r kerosene t o prevent t h e
l e a t h e r f r o m drying. Remove t h e pump
return spring from t h e pump well. Turn t h e
bowl upside down and carefully remove t h e
pump discharge spring and ball. While t h e
bowl is still upside down, remove t h e throt-
t l e body a t t a c h i n g screws and gasket. Re-
move t h e idle mixture needle adjusting
screw and spring from t h e t h r o t t l e body.
ROCHESTER BC 4- 1 I
CLEANING AND INSPECTING
THE ROCHESTER BC
P l a c e all of t h e m e t a l p a r t s in a screen-
t y p e t r a y and dip t h e m in carburetor solvent
until they appear completely clean, then
blow t h e m dry with compressed air.
Check all of t h e p a r t s and passages t o be
s u r e t h e y a r e not clogged or contain a n y
deposits. Blow o u t all of t h e passages.
NEVER use a piece of wire or any t y p e of
pointed instrument t o clean drilled passages
or calibrated holes in a carburetor.
Inspect t h e pump plunger. If t h e l e a t h e r
or i t s g a r t e r expanding spring is damaged i n
a n y way, replace t h e plunger assembly.
Verify t h e bypass ball check inside t h e
assembly i s f r e e by shaking t h e plunger and
listening f o r -t h e ball movement.
Inspect -the floats f o r dents and wear on
t h e lip and hinge pin. Check t h e cover f o r
wear in t h e hinge pin holes. If t h e f l o a t
needle shows any wear, replace t h e f l o a t
needle-and-seat assembly. This assembly
consists of a matched and t e s t e d needle and
s e a t , plus a new fiber washer.
Check t h e movement of t h e piston in t h e
cover bore. The piston should move f r e e l y
without any binding. If binding is f e l t ,
check t h e piston for burrs or o t h e r damage.
Check t h e c o m p l e t e t h r o t t l e body
assembly. If t h e r e is any evidence of ab-
normal wear or lcoseness, t h e e n t i r e
assembly should b e replaced, because sf t h e
close tolerance of t h e t h r o t t l e valve a n d
because t h e spark advance ports a r e drilled
in relation to a proeaerly f i t t e d valve.
4-12 FUEL © pdfmanualpublisher.com 2005

Check operation of t h e choke valve when c e n t e r i t by depressing t h e spring with o n e

i t i s assembled in t h e cover. finger. Install t h e pump plunger assembly.
ALWAYS replace t h e fuel f i l t e r when USE CARE and i n s e r t t h e l e a t h e r p a r t i n t o
making a carburetor overhaul. t h e bowl and c o n n e c t t h e pump link t o t h e
The fuel pump system can be checked in t h r o t t l e lever and pump arm. Now, install
t h e following manner: First, pour about 1- t h e hairpin retainers at both t h e upper and
112" of gasoline into t h e c a r b u r e t o r bowl. lower ends of t h e link. Drop t h e large s t e e l
Next, slide t h e pump plunger from t h e c a n ball into t h e pump discharge c a v i t y of t h e
of gasoline into t h e pump cylinder. Position bowl and position t h e spring on t o p of t h e
t h e discharge check ball into t h e body. ball.
Now, raise t h e plunger and press lightly on 2- Insert t h e index end of t h e pump
t h e s h a f t t o expel air from t h e pump pas- discharge guide i n t o t h e spring and press t h e
sage. Hold t h e discharge ball down firmly in guide down until i t is flush with t h e s u r f a c e
i t s s e a t with a small, clean brass rod. Raise of t h e bowl.
t h e plunger again and press downward. The
fuel should not flow past t h e discharge ball
o r back through t h e inlet ball in t h e pump
assembly. If t h e pump plunger depresses
easily, i t could mean t h a t e i t h e r d i r t is
present o r t h a t t h e check balls a r e damaged.
Clean t h e passage and r e p e a t t h e test. If
leakage is still indicated, replace t h e check
ball o r t h e pump plunger assembly.
Most of t h e p a r t s t h a t should be replaced
during a carburetor overhaul, including a
new matched fuel inlet needle valve-and-
s e a t assembly, a r e found in a carburetor kit
available from t h e local marine dealer.

ASSEMBLING THE
ROCHESTER EK
1- Place a NEW t h r o t t l e body gasket in
position, and then a t t a c h t h e bowl t o t h e
body with t h e 2 screws and lockwashers.
Tighten t h e screws evenly. Place t h e pump
return spring into t h e pump well, and then
+. Place a new gasket in position on t h e
a i r horn. Insert t h e power piston spring and
t h e power piston into t h e a i r horn cavity,
and then a t t a c h t h e main well support t o t h e
cover with a screw and lockwasher. Install
t h e main m e t e r i n g jet and tighten i t secure-
ly. Hold t h e pow& piston s t e m down, and at

POWER VALVE
 ROCHESTER BC 4-13
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t h e s a m e time, install t h e power ball, 6- Float Drop Check: Measure t h e

spring, and plug. Tighten t h e plug securely. distance from t h e bottom sf t h e float t o t h e
Install a new fiber washer in t h e float a i r horn gasket, a s shown. Bend t h e float
needle seat well, and then install t h e seat tang until this distance is 1-314".
and float needle. Attach t h e float and hinge
pin with t h e float tang FACING t h e COVER.
At this point, t h e float level and t h e f l o a t
drop adjustments MUST b e made. @) AIR HORN
4- Float Level Check: Place t h e proper
TO ALLOW
gauge over t h e floats with t h e gasket in FLOATS TO
position. The floats should b e equally cent- HANG F R E E
e r e d in t h e float gauge cutouts and they (GASKET IN
PLACE) D FLOAT
should just touch at their highest point. TANG TO ADJUST
FOR PROPER
GAUGE SHOULD JUST SETTING
TOUCH FLOAT AT
HIGHEST POINT @ MEASURE FROM GASKET SURFACE
TO BOTTOM OF EACH FLOAT

7- CAREFULLY place t h e assembled a i r

horn onto t h e main body. Install and tighten
t h e retaining screws. Tighten t h e 1/2" brass
fitting on t h e choke suction tube. Assemble
t h e choke piston t o t h e shaft and slide t h e
assembly i n t o t h e choke housing bore. Ro-
tate t h e choke s h a f t counterclockwise until
t h e piston enters i t s cylinder. Install t h e
FLOAT MUST BE I
CENTERED BETWEEN
GAUGE LEGS
1 ':I choke valve with t h e l e t t e r s RP facing
UPWARD. Be sure t o c e n t e r t h e valve
before tightening t h e t w o screws. Check t o
be sure t h e valve operates freely. Install
t h e choke baffle plate, t h e choke housing
gasket, and t h e thermostatic coil cover.

5- Float Level Adjustment: Bend t h e

float arm until t h e distance from t h e a i r
horn gasket t o t h e t o p of each float is 1-
9/32".
BAFFLE

@ INVERT AIR H O R N WITH

GASKET IN PLACE

@ GAUGE FROM GASKET SURFAC

TO TOP OF EACH

LY CHECK
ALIGNMENT

GASKET
THERHOSTATIC COIL
J
RETAINING SCREWS
-7%- -2Y-
4-14 FUEL
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R o t a t e t h e cover clockwise until t h e index

marks on t h e cover and t h e housing a r e
aligned, Check t h e specifications in t h e
Appendix. Tighten t h e t h r e e screws and
retainers securely. The choke valve should
touch t h e bore of t h e a i r horn lightly a t
room temperature. Install t h e idle mixture
adjusting needle. Turn i t in GENTLY until i t
seats, then back i t o u t 2 turns. This position
will give a rough adjustment at this time.
8- Place t h e choke counterweight on t h e
end of t h e choke shaft, with t h e TANG
facing t h e choke HOUSING. Install t h e
spacing washer and t r i p lever in such a
position t h a t t h e t a n g of t h e t r i p lever will
be on t o p of t h e counterweight t a n g when
t h e choke is fully open. A t t a c h one end of
t h e choke rod t o t h e counterweight and t h e
o t h e r end of t h e rod t o t h e fast- idle cam.
The dog leg of t h e rod MUST FACE t h e idle
adjusting needle. Install t h e pin spring and
t h e end clip which will s e c u r e t h e choke rod.

ROCHESTER BC
ADJUSTMENTS 3-9580, or measure 0.230" t o 0.270t1, t o
verify t h e small end slides f r e e l y between
9- Choke Rod Adjustment: Check t o be t h e lower end of t h e choke valve and t h e
s u r e t h e idle screw c o n t a c t s t h e fast- idle bore of t h e carburetor. Bend t h e t a n g on
c a m when t h e choke valve is completely t h e t h r o t t l e lever as required t o obtain t h e
open or completely closed. If t h e s c r e w necessary clearance.
drops off t h e c a m in either choke position,
bend t h e choke rod until t h e cam is position-
e d correctly.
10- Urnloader Adjustment: With t h e
t h r o t t l e in t h e wide-open position, Lase Tool

FAST I
\
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11- Automatic Choke Adjustment: Loo-
s e n t h e t h r e e screws t h a t secure t h e choke
cover, and then turn t h e cover until t h e
scribe line on t h e cover aligns with t h e
index mark on t h e choke housing. Tighten
t h e cover screws.
12- Idle Mixture and Speed ~djustment:
S t a r t t h e engine and allow i t t o warm t o
operating temperature, until t h e choke i s
wide open.
CAUTION: Water must circulate through
the lower unit to the engine any time the en-
gine is run to prevent damage t o the water
pump in the lower unit. Just five seconds
without water will damage the water pump.
Adjust t h e idle speed screw until t h e
engine speed is 500 rpm, then adjust the
mixture adjusting screw until t h e highest
steady idle speed is obtained. A clean f l a m e
arrester MUST b e installed when these ad-
justments a r e made.
CARTER RBS 4-15
The Carter RBS carburetor.
4-2 CARTER RBS CARBURETOR
DESCRIPTION AND
OPERATION-
The following paragraphs will give you a
general description of t h e C a r t e r RBS car-
buretor including an explanation of how t h e
various systems operate and their influence
on engine performance.
The RBS carburetor is built with a single
light-weight aluminum casting with a press-
ed-steel fuel bowl. Most of t h e calibration
points a r e located in t h e central casting
making i t easy t o service and adjust because
t h e adjustment points a r e readily accessible.
The fuel pick-ups a r e located near t h e cen-
terline of t h e carburetor bore t o gain t h e
benefits of a concentric f l o a t bowl- carbur-
etor, but they a r e located so engine h e a t
being radiated through t h e c a r b u r k o r bore
and casting a r e not easily conducted t o t h e
f uel bowl. A vacuum- controlled diaphragm
step-up rod assembly provides instant re-
sponse t o varying engine demands.
FLOAT SYSTEM
The float system maintains an adequate
supply of fuel at t h e proper level in t h e fuel
bowl for use by all of the other systems.
The float assembly is- compact f o r rigidity,
and assures l i t t l e or no change in t h e fuel
level setting due t o heat or vibration.
The float is made of a cellular nitro
rubber material which is impervious t o dent-
ing under normal handling conditions and i t
is not susceptible t o punctures. These fea-
tures assure a constant bouyancy f a c t o r a n d
long service life. The single float extends
around t h e metering portion of t h e casting
t o produce t h e e f f e c t of having twin floats.
4-16 FUEL © pdfmanualpublisher.com 2005
I N T E R N A L V E N T TUBE
n \n
I i n t o t h e i n t a k e manifold through t h e idle
FLOAT
Details of the Carter RBS carburetor. The fuel
level MUST be properly adjusted t o allow the correct
amount of fuel to be delivered to the other systems at
all speeds. Because the bowl is vented to atmospheric
pressure, the pressure difference between the area on
top of the fuel in the bowl and the pressure in the
venturi area forces the fuel through the various sys-
tems.
T h e n e e d l e seat is resilient a n d h a s t h e
unique ability t o "digest" s m a l l foreign par-
t i c l e s in t h e fuel, t h e r e b y minimizing leak-
a g e of f u e l o r flooding under e x t r e m e condi-
tions. This r e s i l i e n t s e a l r e d u c e s w e a r a n d
e x t e n d s t h e l i f e of t h e f u e l i n t a k e needle.
T h e f u e l bowl i s v e n t e d t o t h e inside of t h e
a i r horn t o provide a b a l a n c e b e t w e e n a i r
horn pressure and f u e l bowl pressure.
IDLE SYSTEM
Fuel f o r idling and e a r l y p a r t - t h r o t t l e
o p e r a t i o n i s m e t e r e d through t h e idle, low-
speed, system. T h e low- speed jet is pressed
i n t o p l a c e withiil a passage in t h e c a s t i n g t o
IDLE BLEED
ECONOMIZER
L O W S PE ED J E T / '
I D L E P O RT
I D L E ADJUSTMENT SCREW PORT
Details of the idle system. The air-fuel mixture at
idle is adjusted with the idle adjustment screw. This
system furnishes the proper air-fuel mixture at low
speed when the throttle valve is almost closed and the
high speed system is ineffective, due to the low veloci-
t y of air through the venturi.
p r e v e n t damage. It c a n n o t b e removed, b u t
i t c a n b e c l e a n e d by blowing c o m p r e s s e d a i r
through t h e step- up rod jet o r through e i t h e r
of t h e idle p a s s a a g e a i r bleeds l o c a t e d in t h e
c a r b u r e t o r bore. F u e l f r o m t h e bowl is
m e t e r e d as i t e n t e r s t h e lower e n d of t h e jet
a n d f l o w s up through t h e t u b e w h e r e a i r
which h a s b e e n m e t e r e d through t h e by-pass
m i x e s w i t h t h e fuel.
Both f u e l a n d a i r t h e n pass through t h e
e c o n o m i z e r a n d on t o t h e idle bleed w h e r e
m o r e a i r , which h a s b e e n m e t e r e d , i s intro-
duced. This air- fuel m i x t u r e i s discharged
p o r t a n d t h e idle a d j u s t m e n t s c r e w port.
T h e idle a d j u s t m e n t s c r e w c o n t r o l s t h e
a m o u n t of air- fuel m i x t u r e a d m i t t e d t o t h e
i n t a k e manifold. Backing t h e s c r e w o u t
i n c r e a s e s t h e a m o u n t of m i x t u r e ; t u r n i n g
t h e s c r e w i n d e c r e a s e s t h e mixture. A t idle
speed, only a srnall a m o u n t of idle p o r t i s
exposed t o i n t a k e manifold vacuum. As t h e
t h r o t t l e i s opened, rnore of t h e idle p o r t i s
exposed t o allow a n i n c r e a s e in t h e a m o u n t
of air- fuel m i x t u r e a d m i t t e d t o t h e engine.
T h e idle jet, e c o n o m i z e r , and both a i r bleeds
a r e c a l i b r a t e d a n d pressed i n t o place.
HIGH-SPEED SYSTEM
F u e l f o r p a r t t h r o t t l e and f o r full-throt-
t l e o p e r a t i o n i s supplied through t h e high-
s p e e d system. During p a r t - t h r o t t l e o p e r a -
tion, t h e r e l a t i v e l y high i n t a k e manifold
V E N T -T U B E V
VACUUM PASSAGE
Details of the Carter RBS high-speed system. When
the throttle is opened, this system supplies the proper
air-fuel mixture. The air velocity passing the venturi
sucks fuel out of the high-speed nozzle. If the throttle
is partially opened, vacuum transferred to the dia-
phragm of the step-up rod lifts the rod. The larger part
o f the rod is then in the jet to provide an economical
air-fuel mixture. As the throttle is opened more,
intake manifold vacuum drops, and the step-up rod is
lowered into the jet to provide the richer mixture
required by the additional power demand.
 © pdfmanualpublisher.com 2005
v a c u u m i s t r a n s f e r r e d through a p a s s a g e in
t h e manifold c a s t i n g up t o t h e upper s u r f a c e
of t h e spring- loaded diaphragm t o which t h e
step- up rod i s a t t a c h e d . T h e manifold vacu-
um, e x e r t i n g a n opposing f o r c e t o t h e cali-
b r a t e d spring, provides a n e c o n o m i c a l air-
f u e l m i x t u r e t o t h e e n g i n e under a l l condi-
tions, e x c e p t when full power i s required.
When t h e diaphragm is up, vacuum i s high,
t h e l a r g e r d i a m e t e r (lower e n d ) of t h e s t e p -
up rod i s in t h e jet t o provide t h e e c o n o m y
mixture.
When t h e t h r o t t l e is opened, t h e mani-
f o l d vacuum decreases. O n c e t h e d i f f e r e n c e
i n pressure applied to t h e t w o s i d e s of t h e
diaphragm is not g r e a t enough t o o f f s e t t h e
downward p r e s s u r e of t h e c a l i b r a t e d spring,
t h e diaphragm m o v e s downward a n d t h e
step- up rod, a t t a c h e d t o t h e diaphragm, i s
l o w e r e d i n t h e jet. The s m a l l e r d i a m e t e r of
t h e rod p e r m i t s t h e m e t e r e d i n c r e a s e in f u e l
f l o w t o s a t i s f y additional power demands.
Additional fuel f o r t h e s e power require-
m e n t s is f e d t h r o u g h t h e c o n s t a n t - f e e d
bushing as well as through t h e step- up rod
jet.
Under a n a c c e l e r a t i o n condition, t h e
s a m e action takes place t o enrich t h e fuel
m i x t u r e f o r t h e additional power needs.
However, t h e step- up rod i s raised in t h e jet
just as soon as t e r m i n a l a c c e l e r a t i o n i s
r e a c h e d when e n g i n e load, a n d manifold
vacuum, i n d i c a t e s t h e n e e d f o r a l e s s rich
fuel mixture.
A v e n t t u b e is pressed i n t o p l a c e within
t h e high-speed w e l l around t h e step- up rod.
This t u b e h a s c a l i b r a t e d s i d e holes. A t h e RBS c a r b u r e t o r provides t h e c o r r e c t
m e t e r e d a m o u n t of a i r is a d m i t t e d f r o m t h e
bore of t h e c a r b u r e t o r t o t h e ring around
t h e v e n t tube. This a i r passes through t h e
s i d e holes in t h e v e n t t u b e to m i x w i t h t h e
f u e l b e f o r e i t flows through t h e n o z z l e i n t o
the air stream. This air- fuel m i x t u r e i s
known as a n emulsion a n d i t p e r m i t s t h e f u e l
to vaporize i m m e d i a t e l y as i t e m e r g e s f r o m
the t i p of t h e n o z z l e and to a s s u r e e q u a l
c-listribution of t h e f u e l t o e a c h cylinder.
This a c t i o n i s f u r t h e r b e n e f i t e d by t h e addi-
tional a i r bleed l o c a t e d in t h e c e n t e r of t h e
nozzle.
During idle o p e r a t i o n , o r w i t h t h e e n g i n e
s h u t off w i t h h o t f u e l on a n e x t r e m e l y h o t
day, f u e l s o m e t i m e s boils in t h e f u e l bowl
a n d t h e various passages of t h e c a r b u r e t o r .
When t h e s e vapor bubbles in t h e high- speed
passageway f o r c e f u e l o u t t h e n o z z l e , t h e
c a r b u r e t o r i s said t o b e percolating. T h e
CARTER RBS 4-17
design of t h e RBS c a r b u r e t o r p r e v e n t s t h i s
a c t i o n as t h e f u e l l e v e l in t h e high-speed
w e l l is f a r below t h e n o z z l e cross- over pas-
s a g e and only vapors c a n b e e m i t t e d through
t h e nozzle, n o t r a w fuel.
ACCELERATION SYSTEM
T h e a c c e l e r a t i n g p u m p s y s t e m supplies
t h e n e c e s s a r y a m o u n t of m e a s u r e d f u e l t o
e n s u r e s m o o t h e n g i n e p e r f o r m a n c e during
low s p e e d a c c e l e r a t i o n . As t h e t h r o t t l e i s
closed, t h e p u m p plunger i s r a i s e d in t h e
pump cylinder and t h e f u e l f r o m t h e bowl
flows i n t o t h e cylinder through t h e i n t a k e
ball check. This ball c h e c k i s l o c a t e d n e x t
t o t h e pclinp cylinder. Air i s p r e v e n t e d f r o m
erltering t h e cylinder d u e t o t h e sealing
actiorl of _the puinp discharge n e e d l e being
o n i t s seat during t h e i n t a k e stroke. When
t h e t h r o t t l e is opened, m e c h a n i c a l a c t i o n ,
t r a n s m i t t e d through t h e pump a r m , pushes
t h e plunger downward in t h e cylinder. F u e l
i s f o r c e d p a s t t h e d i s c h a r g e n e e d l e and o u t
through t h e m e t e r e d p u m p jet a n d i n t o t h e
a i r s t r e a m . During t h e d i s c h a r g e s t r o k e , t h e
i n t a k e ball i s on i t s seat t o p r e v e n t f u e l
fror-n flowing back i n t o t h e bowl. T h e spring
o n t h e c o n n e c t o r link a n d t h e s i z e of t h e
pump jet provide a pump discharge of t h e
required a m o u n t a n d f o r t h e proper l e n g t h
of t i m e .
CHOKE SYSTEM
T h e C a r t e r C l i m a t i c C o n t r o l c h o k e on
m i x t u r e n e c e s s a r y f o r quick cold e n g i n e
s t a r t i n g a n d proper warm-up p e r f o r m a n c e .
1ACCELERATOR
PUMP J E T
IMP
INTAKE BALL
'I NEEDL
SCHARGE
4ND S E A T
Details of the Carter RBS acceleration system. On
demand during acceleration, the pump plunger is acti-
vated to force fuel past the discharge needle and out
through the metered pump jet, as shown.
4-18 FUEL © pdfmanualpublisher.com 2005
On a dual c a r b u r e t o r installation, t h e choke
system o p e r a t e s only on t h e forward carbur-
etor. The t h e r m o s t a t i c coil housing assem-
bly on t h e r e a r carburetor is set t o t h e index
mark plus 1-114 turns clockwise. A t this
setting, t h e choke valve in t h e rear carbure-
t o r is always in t h e open position.
When t h e engine i s cold, tension of t h e
t h e r m o s t a t i c coil spring holds t h e choke
valve closed. As t h e engine is cranked, a i r
pressure against t h e o f f s e t choke valve
c a u s e s t h e choke valve t o open slightly
against t h e spring tension of t h e thermosta-
t i c coil. Intake manifold vacuum applied t o
t h e underside of t h e choke piston also tends
t o pull t h e choke valve open.
When t h e engine s t a r t s , t h e choke valve
assumes a position where t h e tension of t h e
t h e r m o s t a t i c coil spring is balanced by t h e
pull of t h e manifold vacuum on t h e choke
piston AND t h e f o r c e of t h e a i r s t r e a m
against t h e o f f s e t choke valve.
A f t e r t h e engine s t a r t s and t h e choke
piston moves down in t h e choke piston cylin-
der, slots located in t h e sides of t h e cylinder
a r e uncovered. The uncovered slots allow
intake manifold vacuum t o draw warm air,
h e a t e d by t h e exhaust manifold, through t h e
t h e r m o s t a t i c coil housing assembly. This
warm a i r causes t h e t h e r m o s t a t i c coil spring
t o lose i t s tension gradually until t h e choke
valve is in t h e wide-open position.
CHOKE P I S T O N CHOKE L E V E R
Details of the Carter RBS choke system. This
system provides the necessary air-fuel mixture for
starting a cold engine. The flow of air through the
carburetor is restricted because of the tension on a
thermostatic spring holding the choke valve closed.
After the engine starts, intake manifold vacuum, ap-
plied to the underside of the choke piston helps to open
the choke valve t o admit more air. On a dual
carburetor installation, the choke system only operates
on the forward carburetor.
If t h e engine should b e a c c e l e r a t e d dur-
ing t h e warm-up period, t h e drop in mani-
fold vacuum allows t h e t h e r m o s t a t i c coil
spring t o close t h e choke valve f o r just a
moment which provides t h e necessary richer
mixture.
If t h e engine becomes flooded during t h e
s t a r t i n g period, t h e choke valve ca,n b e
opened manually t o clean o u t t h e excessive
fuel in t h e i n t a k e manifold. This is accom-
plished by moving t h e t h r o t t l e t o t h e wide-
open position while t h e engine is being
cranked. Opening t h e t h r o t t l e causes a
projection on t h e t h r o t t l e lever t o c o n t a c t a
c a m , which in turn, opens t h e choke valve t o
a predetermined position. This is known a s
t h e unl oader .
DISASSEMBLING
THE CARTER RBS
1- Remoke t h e pump rod r e t a i n e r f r o m
t h e t o p of t h e pump plunger shaft. R e m o v e
t h e pump a r m connector link n u t f r o m t h e
end of t h e connector link, and t h e n remove
t h e spring and r e t a i n e r f r o m t h e connector
link by pushing t h e pump plunger downward.
LEAVE t h e connector dink in place. It
cannot b e removed unless t h e t h r o t t l e s h a f t
a n d lever assembly is removed. Remove t h e
pump arm retaining s c r e w , retainer, pump
a r m , upper pump spring, bushing, a n d wash-
er.
2- Remove t h e t h e r m o s t a t i c coil hous-
ing, retainers, a n d gasket. If t w o carbure-
t o r s a r e used, MARK t h e t h e r m o s t a t i c coil
assembly t o identify t h e f r o n t a n d r e a r
c a r b u r e t o r housing. When t w o c a r b u r e t o r s
a r e used, t h e r e a r t h e r m o s t a t i c coil assem-
bly, which i s under e x t r e m e tension t o rnain-
tain t h e choke in t h e open position, becomes
s t r e t c h e d and loses i t s ability t o properly
o p e r a t e t h e choke.
 © pdfmanualpublisher.com 2005
valve a n d s h a f t do not need t o b e removed.
However, if t h e c h o k e valve a n d s h a f t a r e
worn r e m o v e t h e c a m r e t a i n e r , l i f t t h e c a m
collar, a n d disengage i t f r o m t h e c o n n e c t o r
rod. U s e a s c r e w d r i v e r and s p r e a d t h e f o r k
e n d of t h e c h o k e lever. This l e v e r is l o c a t e d
on t h e c h o k e s h a f t b e t w e e n t h e c h o k e hous-
ing a n d t h e body casting. Now, slide t h e
c h o k e l e v e r f r o m t h e s h a f t and disengage i t
f r o m t h e c o n n e c t o r rod.
CARTER RBS 4-19
4- F i l e off t h e u p s e t e n d s of t h e c h o k e
valve attaching screws, and then remove t h e
c h o k e valve. R e m o v e t h e idle a d j u s t m e n t
s c r e w a n d spring. S c r e w in t h e t h r o t t l e
adjusting s c r e w until t h e t h r o t t l e valve
seats in t h e b o r e of t h e c a r b u r e t o r . R e m o v e
t h e c h o k e valve a n d slide t h e c h o k e s h a f t
o u t of t h e casting.
5- T u r n t h e c a r b u r e t o r upside down a n d
r e m o v e t h e f l o a t bowl a t t a c h i n g s c r e w s ,
f l o a t bowl, a n d t h e bowl ring gasket. ~ e i
m o v e t h e f l o a t pin a t t a c h i n g s c r e w s a n d t h e
float. R e m o v e t h e pin f r o m t h e f l o a t .
R e m o v e t h e n e e d l e a n d seat assembly.
4-20 FUEL © pdfmanualpublisher.com 2005
15
6- Turn t h e carburetor rightside up and
place t h e float bowl under t h e lower portion
of t h e pump cylinder t o c a t c h parts. Press
t h e pump plunger down until i t bottoms.
Hold t h e plunger down and at t h e s a m e t i m e
t a p t h e upper end of t h e plunger shaft with
a light hammer. and then remove t h e pump
cylinder retainer, which is pressed on, and
t h e spring.
7- Use a screwdriver and pry t h e washer
o u t of t h e diaphragm cover cap. Pierce t h e
diaphragm cover c a p by driving a screwdriv-
e r blade or a punch into t h e cover. Remove
t h e pump plunger and spring. P r y t h e cover
out of t h e casting using t h e bowl cover vent
boss a s a fulcrum. Remove t h e diaphragm
retainer, spring, and step-up rod-and-dia-
phragm assembly. Remove the intake ball
check using a suitable tool ONLY if t h e r e
have been acceleration problems. ALWAYS
pry upward and AVOID any excessive side
thrust in t h e seat t o prevent DAMAGE t o
t h e hole in t h e casting. BEFORE removing
t h e pump intake s e a t , b e certain new parts
a r e available because t h e old parts CAN-
NOT b e used. Turn t h e carburetor upright
and remove t h e pump intake ball. NEVER
a t t e m p t t o remove t h e pump discharge nee-
dle if new needles a r e not available.
8- If t h e t h r o t t l e shaft needs t o b e re-
placed, remove t h e t h r o t t l e valve attaching
screws by first filing off t h e upset ends.
Remove t h e t h r o t t l e valve, and then slide
t h e t h r o t t l e shaft from t h e casting. PAY
ATTENTION t o t h e location of t h e connec-
tor link in t h e t h r o t t l e lever as a n aid during
assembling.
 © pdfmanualpublisher.com 2005
CARTER RBS 4-21

34. Float Pin

*35. Needle and Seat Assembly
36. Needle Seat Gasket
Purhp Rod Retainer Choke Piston *37. Pump Plunger Assembly
Connector Link Nut Choke Piston Link *38. Pump Cylinder Retainer
Spring and Retainer Piston Pin 39. Lower Pump Spring
Connector Link Cam Retainer *40. Step-up Rod and Diaphragm Assembly
Pump A r m Retainer Screw Washers *41. Intake Ball Check
Pump Arm Retainer Cam Collar *42. Intake Check Ball
Pump Arm Cam 43. Idle Adjustment Screw and Spring
Upper Pump Spring Choke Lever 44. Throttle Adjusting Screw and Spring
Bushing Connector Rod 45. Throttle Valve Screw
Washer Choke Valve Screw 46. Throttle Valve
Coil Housing Screw Choke Valve 47. Throttle Shaft
Coil Housing Retainer Choke Shaft 48. Fuel Well Welsh Plug
Thermostatic Coil and Housing Bowl Attaching Screws 49. Idle P o r t Plug
Coil Housing Gasket Float Bowl 50. Choke Piston Welsh Plug
Lever Screw Bowl Ring Gasket 51. "O -Ring
W

Choke Piston Lever Float Pin Screw * Repair Kit P a r t s

Exploded view of the Carter RBS carburetor with principle parts identified.
4-22 FUEL © pdfmanualpublisher.com 2005

Tip of an idle mixture adjusting needle bent from

being forced into its seat and against the closed throt-
The needle and seat receive more wear than any tle plate.
other part of the carburetor. For this reason, they
must be replaced regularly in order to maintain the
correct fuel level for delivery to all systems. The ASSEMBLING THE
needle and its seat MUST ALWAYS be replaced as a set. CARTER RBS

1- If the t h r o t t l e s h a f t was removed,

insert t h e pump arm connector link into t h e
outside hole of t h e t h r o t t l e lever and insert
t h e shaft. Use NEW attaching screws and
install the t h r o t t l e valve with t h e t r a d e
CLEANING AND INSPECTING mark "Cn stamped on t h e t h r o t t l e valve
THE CARTER RBS extending TOWARD t h e idle port when
viewed f rori t h e manifold flange side. With
NEVER dip rubber parts, plastic parts, t h e t h r o t t l e valve attaching screws loose,
diaphragms, or pump plungers in carburetor t a p t h e t h r o t t l e valve lightly with a screw-
cleaner. driver t o center t h e valve in t h e bore. Use
Place all of t h e metal parts in a screen- your finger to hold t h e valve in place and at
type tray and dip t h e m in carburetor solvent t h e s a m e t i m e tighten t h e screws. After
until they appear completely clean, then t h e screws have been tightened, rough-up
blow them dry with compressed air. The a i r t h e ends t o prevent t h e screws from backing
horn has a plastic vent valve guide and a out, and TAKE CARE not t o bend t h e throt-
cranking enrichment valve. Both will with- t l e s h a f t in t h e process.
stand norm al cleaning in car buretor cleaner.
Blow o u t all of t h e passages in t h e
castings with compressed air. Check all of
t h e parts and passages t o be sure they a r e
not clogged or contain any deposits. NEVER
use a piece of wire or any type of pointed
instrument t o clean drilled passages or cali-
brated holes in a carburetor.
Inspect t h e idle mixture needle f o r any
type of damage. Carefully check t h e f l o a t
needle and s e a t assembly for wear. Good
s h ~ ppractice is t o always install a new
factory matched s e t t o avoid leaks.
Inspect the holes in t h e levers for wear,
especially for an out-of-round condition.
Replace any leva-s or rods if they a r e worn.
Check t h e throttle and choke levers and t h e
valve plates for binding and damage. In-
spect t h e f a s t idle c a m for wear or damage.
Check t h e springs t o be sure they have
not become distorted or have lost their
tension. If in doubt, cotnpare them with a
new one, if possible.
Inspect t h e sealing surfaces of t h e cast-
ing for damage.
Most of t h e parts t h a t should be replaced
during a carburetor overhai~la r e included in
an overhaul kit available frorn t h e local
marine dealer.

© pdfmanualpublisher.com 2005
2- Install t h e idle adjustment screw and
spring. Seat t h e screw LIGHTLY, and t h e n
back i t out about 1-112 turns a s a rough
adjustment at this time. If t h e pump intake
seat and ball were removed, install a NEW
ball in t h e passage, and then install a new
seat by driving i t in place with a brass drift.
S e t t h e carburetor in t h e upright position,
and place t h e step-up rod and diaphragm
assembly in place. Turn t h e carburetor
upside down and use t h e upper s t e m of t h e
diaphragm t o guide t h e step-up rod through
t h e pressed-in metering jet. Place t h e brim
of t h e hat-shaped retainer, without t h e
spring, o n t o p of the diaphragm, and then
use i t as a tool t o press t h e diaphragm
firmly against t h e gasket ledge in t h e cast-
ing. Remove t h e hat-shaped retainer and
check t h e diaphragm assembly t o be sure i t
is installed evenly.
CARTER RBS 4-23
3- Insert t h e step-up rod spring into t h e
cup-shaped _plate on top of t h e diaphragm.
Place t h e hat-shaped retainer with t h e brim
DOWN on top of t h e spring. Place a new
diaphragm cover c a p in position. Now, use a
518" socket a s a seating tool, and LIGHTLY
t a p t h e socket until t h e cover c a p seats in
t h e housing.
4- Place the split-wire ring inside t h e
diaphragm over t h e cap. Place t h e conical
washer with t h e S ALL end of t h e cone
pointing UP over t h e split-wire ring. Now,
place a 7/16" socket over t h e inside diame-
t e r of t h e conical washer and LIGHTLY t a p
i t into place until t h e washer is flat.
NEVER use a smaller tool when installing
t h e conical washer because i t may e n t e r t h e
cover cap or strike t h e center portion of t h e
cover. DO NOT drive t h e washer beyond
t h e f l a t position.
4-24 FUEL
© pdfmanualpublisher.com 2005

Installing the diaphragm cover onto the s t e p u p rod.

5- Invert the carburetor and install a
NEW accelerator pump plunger and spring.
Install and seat a NEW pump retianer.
6- Install a NEW needle and seat assem-
bly i n t h e casting. ALWAYS use a new one
as a precaution against leaks.
7: Insert t h e float pin in t h e float brack-
et and slide t h e float into place.
8- Float Level Measurement: Turn t h e
carburetor upside down. Now, with only t h e
weight of t h e f l o a t seating t h e needle, mea-
sure t h e vertical distance from t h e machin-
ed casting t o t h e small "bump" a t t h e outer
end of t h e float. Measure t h e distance at
both ends of t h e float. This distance should
 © pdfmanualpublisher.com 2005 CARTER RBS 4-25

b e 15/32". TAKE EXTRA CARE t o ensure

t h e needle is not pressed into t h e seat, be-
cause this carburetor has a resilient seat
and pressing t h e needle would cause t h e seat
material t o t a k e a " temporary set" which
would result in an incorrect fuel level when
t h e "set" is relieved. Adjustment: Hold t h e
lip end of t h e f l o a t bracket with a pair of
needle-nose pliers and bend t h e bracket at
i t s narrowest point. Install t h e fuel bowl
and a NEW bowl ring gasket using t h e at-
taching screws.
9- If the choke was completely disas-
sembled, install t h e choke s h a f t in t h e cast-
ing. Attach t h e choke valve t o t h e s h a f t
with NEW screws. DO NOT TIGHTEN t h e
screws at this time. C e n t e r t h e choke valve
in the bore by tapping i t lightly with a
screwdriver. Hold t h e choke valve in place
with your finger and at t h e s a m e t i m e
tighten t h e screws. After t h e screws a r e
tight, rough-up t h e ends t o prevent t h e
screws from backing out.
10- Attach t h e connector rod t o t h e
choke lever, and then install t h e lever on
t h e choke shaft. Secure i t in place by
crimping t h e forked ends of t h e lever with
pliers. A t t a c h t h e c a m t o t h e lower end of 11- Assemble t h e choke piston and link
t h e connector rod and a t t a c h t h e cam, col- using the choke piston ring. Attach t h e
lar, and retainer t o t h e pivot shaft. piston and link assembly t o t h e choke lever,
then slide the piston into the cylinder. Posi-
tion t h e choke lever on t h e end of t h e
choke shaft and a t t a c h i t t o t h e shaft using
t h e lever screw. Check t o be sure t h e choke
linkage moves freely without binding.
12- Place t h e coil housing gasket in
place, and then install t h e coil housing with
t h e retainers and JUST START t h e screws.
Check t o be sure t h e hook engages t h e
lever. If t h e choke being adjusted is on t h e
forward carburetor of a dual installation,

LEVER SCR
4-26 FUEL © pdfmanualpublisher.com 2005
s e t the choke on t h e index mark, and then
tighten t h e cover screws. The choke valve
should now be spring-loaded in t h e closed
position. If t h e choke being adjusted is on
t h e rear carburetor, set the choke on t h e
index mark, then t u r n i t 1-114 turns clock-
wise. Now, tighten t h e cover screws. The
choke valve should now be lightly spring-
loaded. REMEMBER, t h e thermostatic coil
assemblies MUST b e installed back in t h e i r
original location because t h e rear coil as-
sembly is under tension t o maintain t h e
choke in t h e open position and this causes
t h e coil t o lose i t s ability t o o p e r a t e a choke
properly. Place t h e carburetor in t h e up-
right position. Install t h e washer, bushing,
and spring on t h e accelerator plunger shaft.
Place t h e end of t h e pump arm over t h e
plunger s h a f t and secure i t with a retainer.
Install t h e retainer washer on t h e t h r o t t l e
shaft connector link. Install t h e spring on
t h e connector link through t h e lower hole of
t h e pump arm and a t t a c h i t with a nut.
The plunger must start its downward movement as
soon as the throttle valve starts to open. If it does not,
make the adjustment with a boxend wrench, as shown.
Align t h e pump arm so i t f i t s in t h e groove
in t h e carburetor casting and secure i t with
a retainer and screw. Check t o be sure t h e
pump a r m moves freely.
BENCH ADJUSTMENTS
FOR THE CARTER RBS
Pump
A pump adjustment MUST b e made e a c h
t i m e t h e carburetor is disassembled, and
MUST b e made BEFORE t h e unloader ad-
justm ent.
Back o u t t h e t h r o t t l e adjusting screw
and hold t h e choke valve wide open so t h e
t h r o t t l e valve seats in t h e bore of t h e
carburetor.
With t h e t h r o t t l e valve tightly closed,
adjust t h e connector rod nut until t h e r e is
no lag between t h e downward movement of
t h e pump plunger and t h e opening of t h e
t h r o t t l e valve.
The plunger MUST START i t s downward
movement a s soon as t h e t h r o t t l e valve
s t a r t s t o open.
Unloader, Forward Carburetor Only
Hold t h e t h r o t t l e valve in t h e wide open
position, and adjust t h e t a n g on t h e t h r o t t l e
lever until t h e clearance between t h e upper
edge of t h e choke valve and t h e inner wall
of t h e a i r horn is 7/64".
Adjusting the unloader at the forward carburetor
using a 7/64" drill. The screwdriver points t o the tab
which is bent with a pair of pliers to make the
adjustment.
 © pdfmanualpublisher.com 2005
ROCHESTER 2GC 4-27

SYNCHRONIZING DUAL c o n t r o l a t t a c h e s . Adjust t h e r e a r i d l e s t o p

CARBURETORS
SPECIAL WORDS
Your goal i s t o b e s u r e b o t h c a r b u r e t o r s
a r e drawing a i r a n d f u e l equally, at i d l e
speed. While adjusting, MAKE SURE t h a t
when t h e t h r o t t l e i s a d v a n c e d , b o t h c a r b u -
r e t o r s open a t t h e s a m e time.
As a n a i d t o adjusting m u l t i p l e c a r b u r e -
t o r s , a three- pound c o f f e e c o n t a i n e r c a n b e
a d a p t e d t o hold a Uni-Sync vacuum m e a s u r -
ing d e v i c e , as shown in t h e a c c o m p a n y i n g
illustration. This a r r a n g e m e n t will prove t o
b e a n e x c e l l e n t tool. T h e c o f f e e c a n invert-
e d will f i t on t h e t o p b a s e of e a c h c a r b u r e -
tor. T h e vacuum of t h e c a r b u r e t o r c a n b e
accurately measured and adjustments made
until both c a r b u r e t o r s a r e pulling equally.
Turn t h e idle m i x t u r e s c r e w s on b o t h
c a r b u r e t o r s in until t h e y seat, t h e n b a c k
t h e m o u t 1-112 turns. Disconnect t h e f o r -
ward ball joint link. Back o u t both i d l e s t o p
s c r e w s fully until b o t h t h r o t t l e s a r e fully
closed in t h e bores. Next, a d j u s t t h e f o r -
ward ball joint link until b o t h t h r o t t l e s begin
t o o p e n at t h e s a m e t i m e .
O p e r a t e t h e t h r o t t l e by pushing on t h e
t h r o t t l e c o n n e c t o r pin w h e r e t h e r e m o t e
s c r e w until i t c o n t a c t s t h e t h r o t t l e a r m , a n d
t h e n t u r n i t in 1-112 t u r n s t o o p e n t h e
t h r o t t l e slightly.
S t a r t t h e engine.
CAUTION: Water must circulate through
the lower unit to the engine.
Adjust t h e s p e e d t o b e t w e e n 500 a n d 600,
rpm in g e a r , a n d using only t h e r e a r i d l e
s t o p screw t o make t h e adjustment.
Adjust b o t h i d l e m i x t u r e s c r e w s until t h e
e n g i n e runs smoothly. R e s e t t h e idle r p m , if
necessary, b u t use only t h e r e a r idle s t o p
screw.
Finally, bring t h e f o r w a r d idle s t o p
s c r e w up until i t just t o u c h e s t h e t h r o t t l e
arm.
-
4-3 ROCHESTER
MODEL 2GC
This c u r r e n t two- barrel c a r b u r e t o r i s
a v a i l a b l e in t w o d i f f e r e n t models: 2GC a n d
2GV. T h e Model 2GV h a s a n a u t o m a t j c
c h o k e w i t h t h e t h e r r n o s t a t i c c o i l installed
on t h e e n g i n e manifold. T h e coil is t h e n
c o n n e c t e d t o t h e c h o k e v a l v e through link-
a g e . This model h a s a vacuum- break dia-
phragm on t h e c a r b u r e t o r i n s t e a d of t h e
conventional c h o k e housing on t h e a i r horn.
T h e Model 2GC h a s t h e a u t o m a t i c c h o k e as
a p a r t of t h e c a r b u r e t o r .

1- R e m o v e t h e idle v e n t valve a n d t h e
p u m p link. R e m o v e t h e s c r e w a t t h e e n d of
t h e c h o k e s h a f t a n d t h e fast- idle c a m at-
t a c h i n g s c r e w , t h e n r e m o v e t h e fast- idle
linkage as a n assembly. Remove the air
horn a t t a c h i n g s c r e w s a n d l i f t t h e a i r horn
s t r a i g h t up f r o m t h e body.

SHAFT

A coffee container and Uni-Sync vacuum measuring

device used when synchronizing multiple carburetors. 0
4-28 FUEL © pdfmanualpublisher.com 2005

THERMOSTATIC BAFFLE
COIL :LATE

CHOKE CTiON
PISTON
CHOKE
VACUUM
PASSAGE
Y IDLE
CHOKE HOLES
HEAT TUBE

CHOKE SYSTEM POWER SYSTEM

POWER PISTON
VACUUM PASSAGE --
VACUUMBREAK
PASSAGE
-
INSIDE

POWER
PISTON 4
PUMP DURATION PUMP
JET

VAPOR VENT
POWER
SPRING

PUMP RETURN

CHECK B A L L

IDLE SYSTEM POWER SYSTEM

FUEL INLET
SCREEN

SMALL
VENTURI
MAIN
VENTURI
PUMP INLET
SCREEN

- THROTTLE
VALVE

4b
MAlN METERING SYSTEM
FLOAT SYSTEM

Details of the various systems of the Rochester 2G carburetor, for study plrposes.

© pdfmanualpublisher.com 2005
2- Disassemble t h e a u t o m a t i c choke by
f i r s t removing t h e t w o choke valve retaining,
screws. However, under normal conditions,
t h e choke s h a f t is not removed. You may
have t~ f i l e t h e staked ends of t h e screws in
order t o remove them. Lift o u t t h e choke
valve. Remove t h e choke cover, with t h e
t h e r m o s t a t i c coil a t t a c h e d , t h e gasket and
t h e baffle p h t e . Now, r o t a t e t h e choke
s h a f t counterclockwise t o guide t h e piston
f r o m i t s bore. Remove t h e s h a f t and piston
assembly.
3- Turn t h e air horn upside down and
remove t h e float hinge pin. Lift off t h e
f l o a t , and remove t h e f l o a t needle. Depress
t h e power piston s h a f t which will allow t h e
spring t o snap and in turn will f o r c e t h e
piston f r o m t h e casting and allow t h e power
piston t o be removed. Remove t h e acceler-
a t o r pump plunger and t h e pump lever and
s h a f t assembly. Remove t h e t w o choke
housing-to-air horn attaching screws and l i f t
off t h e choke housing. Discard t h e gasket.
ROCHESTER 2GC 4-29
4- Remove t h e pump plunger, r e t u r n
spring, main-metering jets, and power valve
f r o m t h e main body. Some models have an
aluminum inlet ball in t h e bottom of t h e
pump well. This ball will fall o u t when t h e
carburetor is turned over. Remove t h e
venturi cluster by removing t h e a t t a c h i n g
screws.
5- Use a pair of needle-nosed pliers t o
remove t h e discharge ball spring T-shaped
retainer. Now, t a k e o u t t h e pump discharge
spring and t h e s t e e l discharge ball. Turn t h e
carburetor over and remove t h e t h r e e throt-
t l e body-to-bowl attaching screws. L i f t off
t h e t h r o t t l e body. DO NOT disassemble t h e
t h r o t t l e body. Replacement p a r t s a r e NOT
available because of t h e close relationships
between t h e t h r o t t l e plates and t h e idle
ports.
4-30 FUEL © pdfmanualpublisher.com 2005

CLEANING AND INSPECTING

THE ROCHESTER 2G

NEVER dip rubber parts, plastic parts,

diaphragms, or pump plungers in carburetor
cleaner. These parts should be cleaned
ONLY in solvent, and then blown dry with
compressed air.
Place all of t h e metal p a r t s in a screen-
type t r a y and dip them in carburetor cleaner
until they appear completely clean, then
blow them dry with compressed air.
Blow out all of t h e passages in t h e
castings with compressed air. Check all of
t h e p a r t s and passages t o be sure they a r e
not clogged o r contain any deposits. NEVER
use a piece of wire or any type of pointed
instrument t o clean drilled passages o r
calibrated holes in a carburetor.
Move t h e t h r o t t l e s h a f t back-and-forth
t o check for wear. If t h e shaft appears t o
be too loose, replace t h e complete t h r o t t l e
body because individual replacement parts
a r e n o t available.
Inspect t h e main body, air horn, and
venturi cluster gasket surfaces for c r a c k s
and burrs which might cause a leak.
Shake t h e float t o determine if t h e r e is
any liquid inside, and if t h e r e is, replace t h e
float. Check t h e float arm needle contact-
ing surface and replace t h e float if this
surface has a groove worn in it.
Inspect t h e tapered section of t h e idle
adjusting needles and replace any t h a t have
developed a groove.
Most of t h e parts t h a t should be replaced
during a carburetor overhaul a r e included in
an overhaul kit available f r o m your local
marine dealer. This kit will d s o contain a
matched fuel inlet needle and seat. This
combination should b e replaced each t i m e
t h e carburetor is disassembled as a precau-
tion against leakage.
Fuel inlet needle with a worn ridge. The set MUST
be replaced t o prevent a leak and carburetor flooding.
ASSEMBLING
THE ROCHESTER 2G
1- Install t h e idle mixture adjusting nee-
dles and springs i n t o t h e t h r o t t l e body FIN-
GERTIGHT. Now, back t h e screws o u t 1-112
turns a s a rough adjustment at this time.
Use a NEW gasket and assemble t h e t h r o t t l e
body onto t h e bowl. A NON-VENT gasket
MUST b e used because during hot-engine
operation, t h e fuel in t h e carburetor tends
t o "percolate" due t o engine heat. If a
vented, automotive- type gasket is used,
these fuel vapors will b e vented directly
i n t o t h e atmosphere. A genuine replacem e n t
gasket will prevent these fuel vapors from
venting. Insert t h e pump discharge check
s t e e l ball, spring, and T-shaped retainer into
t h e t o p of t h e main body. Use a NEW gasket
and install t h e venturi cluster. BE SURE t h e
undercut screw has a gasket and is placed in
t h e center hole. Install t h e main metering
jets and t h e power valve, with a NEW gas-
ket. Install t h e pump return s w i n g in t h e
pump well and t h e pump inlet screen in t h e
bottom of t h e bowl.

Tip of an idle mixture adjusting needle bent from

being forced into its seat and against the closed throt-
tle plate.
 ROCHESTER 2GC 4-31
© pdfmanualpublisher.com 2005

1. Idle Stop Lever Screw

2. Air Horn Gasket
3. Long Air Horn Screw
4. Short Air Horn Screw
5. Air Horn Lockwasher
6. Pump Lever
7. Pump Screw
8. Pump Clip
9. Pull Clip
10. Choke Gasket
11. Choke Valve
12. Pump Discharge Ball
13. Pump Discharge Spring
14. Pump Spring Guide
15. Venturi Gasket
16. Outer Venturi Screw
17. Center Venturi Screw
18. Outer Venturi Lockwasher
19. Center Venturi Gasket
20. Main Metering J e t
21. Power Valve Gasket
22. Choke Rod
23. Idle Speed Stop Lever
24. Throttle Body Gasket
25. Throttle Body Screw
26. Throttle Body Lockwasher
27. Pump Rod
28. Pump Rod Clip
29. Idle Stop Screw
30. Idle Adjusting Needle
31. Idle Needle Spring
32. Pump Shaft and Lever
Assembly
33. Pump Assembly
34. Air Horn Assembly
35. Power Piston Assembly
36. Float Assembly
37. Needle and Seat Assembly
38. Needle Seat Gasket
39. Choke Housing Assembly
40. Thermostat Cover
41. Thermostat Cover Gasket
42. Choke Lever and Link
Assembly
43. Choke Shaft Assembly
44. Choke Lever and Collar
Assembly
45. Float Bowl Assembly
46. Venturi Cluster Assembly
47. Power Valve Assembly
48. Throttle Body Assembly
49. Float Hinge Pin
50. Choke Housing Screw
51. Baffle Plate
52. Thermostat Cover Retainer
53. Thermostat Cover Screw
54. Choke Lever Screw
55. Choke Valve Screw
56. Choke Piston
57. Choke Piston Pin
58. Lead Ball Plug
59. Expansion Plug
60. Pump Return Spring
61. Fuel Line Fitting
Exploded view showing all parts o f the Rochester 2G carburetor.
4-32 FUEL © pdfmanualpublisher.com 2005

2- The following referenced part num-
b e r s in this s t e p will be found on t h e accom-
panying exploded drawing. Place a new
gasket in position and install t h e choke
housing (7). Secure t h e housing with t h e t w o
attaching screws, if t h e choke s h a f t w a s
removed. Assemble t h e choke piston t o
t h e choke s h a f t and link (8). The piston pin
and f l a t section on t h e side of t h e choke
piston MUST f a c e OUTWARD toward t h e a i r
horn. Push t h e choke s h a f t into t h e a i r
horn, and r o t a t e t h e s h a f t until t h e piston
e n t e r s t h e housine, bore. Place t h e choke
valve (4) on t h e ch%ke s h a f t with t h e l e t t e r s
RP facing up. Install t h e t w o choke valve
retaining screws just FINGER-TIGHT. P l a c e
t h e choke rod lever (3) and t h e t r i p lever (1)
on t h e end of t h e choke shaft. C e n t e r t h e
choke valve t o obtain 0.020" clearance be-
tween t h e choke lever and t h e a i r horn
casting. Now, tighten and then roueh t h e
ends of t h e choke valve retaining screws t o
prevent t h e m from backing out. Install t h e
baffle p l a t e (9) gasket (601, and thermosta-
t i c cover (11). R o t a t e t h e cover until t h e
index rn arks align according t o specif ica-
tisns. Install and tighten t h e t h r e e cover
retainers and retaining screws. Install t h e
outer pump lever (12) in t h e air horn. As-
semble t h e inner pump a r m (13) and tighten
t h e screw . A t t a c h t h e pump plunger ( I Q )t o
t h e inner a r m (13), with t h e pump s h a f t
pointing INWARD. Install t h e horseshoe
retainer. Position t h e screen on t h e f l o a t
needle s e a t (66) and screw t h e assembly i n t o
t h e a i r horn. Install t h e power piston (15)
into t h e vacuum cavity. Check t o be sure
t h e piston moves FREELY. S t a k e t h e re-
tainer lightly t o hold i t in place. Install t h e
a i r horn gasket and a t t a c h t h e needle (17) t o
t h e f l o a t (18). CAREFULLY insert t h e
needle into t h e f l o a t needle seat while guid-
ing t h e f l o a t between t h e bosses. Insert t h e
hinge pin (19) t o finish t h e air horn assembl-
ing.
Two f l o a t adjustments MUST be m a d e at
this time: The f l o a t level, and t h e f l o a t
drop.
@ I N V E R T A I R H O R N WITH GASKET
IN PLACE.
@ B E N D H E R E T O ADJUST @ VISUALLY CHECK
n FLOAT ALIGNMENT
GAUGE FROM TOP O F
FLOAT T O AIR HORN
GASKET
3- Float Level Adjustment on models
with a VERTICAL seam in t h e float: Mea-
s u r e t h e distance f r o m t h e t o p of t h e f l o a t
t o t h e air horn, with t h e gasket in place.
Compare your measurement with t h e Speci-
f icati ons in t h e Appendix. CAREFULLY
bend t h e f l o a t arm at t h e r e a r of t h e f l o a t
a s shown in t h e accompanying illustration,
until t h e required measurement i s reached.

1. Choke Trip Lever 13. Pump Inside Lever

2. Choke ~ o d 14. pump Plunger and Rod
3. Choke Rod Lever 15. Power Valve Piston
23 4. Choke Valve 16. Floot Valve Seat and
5. Cover or Air Horn Gasket
6. "0" Ring 17. Float Needle Valve
7. Choke Housing 18. Float Asiembly
8. Choke Shaft Lever, Link and Piston 19. Float Hin ge Pin
9. Baffle Plate 20. Spring
10. Choke Cover Gosket 21. lnlet Filter
11. Choke Cover 22. Gaskets
r-
12. Pump Shaft and Lever 23. Inlet Nu!
 © pdfmanualpublisher.com 2005
ROCHESTER 2GC 4-33

BENDHERETO t h e Specifications. CAREFULLY bend t h e

EDGEOF FLOATSEAM,
.....
.....
.....
4- Float Level Adjustment on models
with a HORIZONTAL seam in t h e float:
Measure t h e distance from t h e lower edge
of t h e seam t o t h e a i r horn, with t h e gasket
in place. Compare your measuremen with
t h e Specifications. CAREFULLY bend t h e
float arm at t h e rear of t h e float as shown
in t h e accompanying illustration.
@ INVERT AIR HORN WITH
GASKET I N PLACE
float arm at t h e rear of t h e float, as shown
in t h e accompanying illustration, until t h e
required measurement is reached.
6- Float Drop Adjustment: Turn t h e
air horn right side up t o allow t h e float t o
move t o t h e wide-open position. Now, mea-
sure t h e distance from t h e air horn gasket
t o t h e bottom of t h e float. Compare your-
measurement with those given in t h e Speci-
fications. CAREFULLY bend t h e float t a n g
until t h e required measurement is reached,
a s shown in t h e accompanying illustration.
7- Replace t h e assembled air horn onto
t h e bowl and guide the accelerator pump
plunger into its well. Install and tighten t h e
cover screws. Install t h e idle needle into
t h e spring, then i n t o t h e t h r o t t l e body. In-
stall t h e pump rod, fast- idle rod, t h e fast-
idle c a m , and screw.
BENCH ADJUSTMENTS

n @VISUALLY CHECK
FLOAT ALIGNMENT
FOR THE ROCHESTER 2GC

MEASURE FROM LIP AT

TOE OF FLOAT TO AIR I/ ,
@)
HORN GASKET
, Ii:-~h
5- Float Level Adjustment on models
with a NITROPHYL-TYPE (hollow) float:
Measure t h e distance f rorn t h e lip at t h e t o e
of t h e float t o t h e air horn, with t h e gasket
in place. Compare your measurement with
MEA SU RE SPEClFl ED DISTANCE
FROM GASKET SURFACE TO
BOTTOMOF FLOAT
BEND HERE TO
ADJUST
8- Back out t h e idle stop screw and
completely close t h e t h r o t t l e valves in their
bores. Place a pump gauge across t h e t o p of
t h e carburetor a i r horn ring, as shown, with
t h e 1-5/32" leg of t h e gauge pointing down-
ward towards t h e t o p of t h e pump rod. The
lower edge of t h e gauge leg should just
touch t h e t o p of t h e pump rod.CAREFULLY
bend t h e pump rod, as required t o obtain t h e
proper setting.

TO ADJUST FOR
PROPER SETTING
SCRIBED MARK ON
GAUGE INDICATES
5
PROPER SETTING
4-34 FUEL © pdfmanualpublisher.com 2005
PLACE GAUGE ACROSS TOP
OF AIR HORN RING
GAUGE L E G
JUST TOUCH
' '1
THROTTLEVALVES
FULLY CLOSED
9- Unloader Adjustment: Open t h e
0
t h r o t t l e valves wide. The choke valve
should open only enough t o allow t h e speci-
fied gauge between t h e upper end of t h e
valve and t h e inner air horn wall. CARE-
ULLY bend t h e tang on t h e t h r o t t l e lever
until the proper adjustment is reached.
GAUGE BETWEEN
UPPER E D G E O F C H O K E
VALVE AND AIR HORN
THROTTLE VALVES
10- Automatic Choke Adjustment:
Loosen t h e thermostat cover attaching
screws and r o t a t e t h e cover until t h e mark
on t h e cover is aligned with t h e index line
on t h e housing. Tighten t h e screws. Do not
use any setting except t h e standard one,
unless t h e engine is usually operated on
special blends of fuel which do not give
satisfactory warm-up performance with t h e
standard setting. A lean setting may be
required with high o c t a n e fuel because a
standard thermostat setting would produce
too much loading of t h e engine during
warm-up. A rich setting should b e used on1y
if a lot of spitting occurs during engine
warm-up with t h e standard setting. When-
ever t h e s e t t i n g is changed for either richer
or leaner operation, t h e cover should b e
moved just one point at- a-time, and t h e
results t e s t e d with t h e engine cold.
11- Idle Speed and Mixture Adjust-
ments: Install a clean f l a m e arrestor. S t a r t
t h e engine and allow i t t o run until i t has
warmed t o operating t e m p e r a t u r e and t h e
choke has moved t o t h e full open position.
CAUTION: Water must circulate through
the lower unit to the engine any time the en-
gine is run to prevent damage to the water
pump in the lower unit. Just five seconds
without water will damage the water pump.
Stop t h e engine and disconnect t h e
t h r o t t l e cable from t h e t h r o t t l e lever. Now,
t u r n t h e idle mixture adjusting screws in
until they just barely m a k e c o n t a c t with
their seats, then back o u t 1-1/4 turns as a
rough adjustment. TAKE CARE not t o turn
t h e screws in tightly against t h e s e a t s or t h e
needles and seats will b e DAMAGED.
With water runqing through t h e engine
and outdrive, s t a r t the engine again and
shift t h e drive unit into forward gear and
run at idle rpm. Adjust t h e idle mixture
needle f o r t h e highest and steadiest mani-
fold vacuum reading. If a vacuum gauge is
not available, obtain t h e smoothest running,
maximum idle speed by f i r s t turning t h e idle
adjusting needle in until t h e engine rpm
begins t o drop slightly. From this point,
back t h e needle out over t h e "high spet"

© pdfmanualpublisher.com 2005
until t h e engine rpm again begins t o drop.
Now, set t h e idle adjusting needle halfway
between t h e t w o points f o r a proper idle
mixture. If t h e s e a d j u s t m e n t s r e s d t in a n
increase in idle rpm, r e s e t t h e idle speed
adjusting s c r e w t o obtain t h e specified idle
rpm a n d again adjust t h e idle m i x t u r e ad-
justing needle. Shift t h e drive unit into
neutral.
Stop t h e engine and install t h e t h r o t t l e
cable. C h e c k t o be sure t h e t h r o t t l e valves
a r e fully open when t h e r e m o t e control is in
t h e full forward position. ALWAYS have a
helper turn t h e propeller when shifting with-
o u t t h e engine running in order t o e n g a g e
t h e shift dog.
T h e engine MUST NOT BE RUNNING
t o make t h e following t e s t . With t h e throt-
t l e valves fully open, turn t h e wide-open
t h r o t t l e s t o p adjusting screw clockwise until
t h e s c r e w just makes c o n t a c t with t h e
t h r o t t l e lever. Tighten t h e s e t nut securely
t o prevent t h e adjustment screw f r o m turn-
ing. Now, return t h e s h i f t control lever t o
t h e neutral position, idle, and check t o see
if t h e idle s t o p s c r e w i s against t h e stop.
Shift into forward gear. Readjust t h e idle
speed screw until t h e recommended idle rpm
is reached.
ROCHESTER 4MV 4-35
Lc-4 ROCHESTER 4MV
DESCRIPTION
T h e 4 M V R o c h e s t e r c a r b u r e t o r is a four-
barrel (Quadrajet) unit. The air- fuel mix-
t u r e is controlled with a secondary- side a i r
valve a n d t a p e r e d m e t e r i n g rods.
The Quadrajet c a r b u r e t o r has t w o stag-
es. The primary (fuel i n l e t ) side h a s s m a l l
1-3/8" bores with a triple venturi set- up
equipped with plain- tube nozzles. T h e c a r -
buretor o p e r a t e s much t h e s a m e a s o t h e r
c a r b u r e t o r s using t h e venturi principle. T h e
triple venturi, plus t h e small primary bores,
makes f o r a m o r e s t a b l e and f i n e r f u e l
control during idle and partial t h r o t t l e oper-
ation. When t h e t h r o t t l e i s partially open,
t h e fuel m e t e r i n g is accomplished with tap-
e r e d m e t e r i n g rods, positioned by a vacuum-
responsive piston and operating in specially
designed jets.
T h e secondary side has two large, 2-1/4",
bores. These large bores, when added t o t h e
primary side bores, provide enough a i r capa-
c i t y t o m e e t m o s t engine requirements.
T h e a i r valve is used in t h e secondary side
for m e t e r i n g c o n t r o l and backs-up t h e pri-
mary bores t o m e e t air and f u e l demands of
t h e engine.
The secondary air valve o p e r a t e s t h e
t a p e r e d m e t e r i n g rods. These rods move in
orifice p l a t e s and thus control fuel flow
from t h e secondary nozzles in d i r e c t rela-
tion t o t h e a i r flowing through t h e secon-
dary bores.
T h e f l o a t bowl is designed t o avoid prob-
l e m s of fuel spillage during sharp turns of
The Rochester 4MV carburetor.
4-36 FUEL
© pdfmanualpublisher.com 2005
t h e boat which could result in engine cut-
o u t and delayed fuel flow. The bowl reser-
voir is smaller than most four- barrel carbur-
e t o r s t o reduce fuel evaporation during hot
engine shut-down.
The float system has one pontoon f l o a t
a n d fuel valve which makes servicing much
easier than on some other model carbure-
tors. A fuel filter is located in t h e f l o a t
bowl ahead of t h e float needle valve This
filter is easily removed for cleaning or re-
placement.
The t h r o t t l e body is made of aluminum
as part of a weight-reduction program and
also t o improve heat transfer away from t h e
fuel bowl and prevent t h e fuel from "perco-
lating" during hot engine shut-down. A h e a t
insulator gasket is used between t h e t h r o t t l e
body and bowl t o help prevent llpercolating".
4MV ACCELERATING SYSTEM
When t h e throttle is opened suddenly
during acceleration, t h e air flow and man-
ifold vacuum change almost at t h e s a m e
time. The fuel, which is heavier, has a
tendency t o lag behind. This condition caus-
e s a lean mixture for just a moment. It is at
this time, t h e accelerator pump comes into
play by providing t h e e x t r a fuel necessary t o
maintain t h e proper mixture.
The accelerator pump system is located
in t h e primary side of t h e carburetor. The
system consists of spring-loaded pump plun-
ger and a return spring. The plunger is
operated by a pump lever on t h e air horn
which is connected t o t h e throttle lever by a
pump rod.
When t h e pump plunger moves upward in
t h e pump well during throttle closing, fuel
from t h e float bowl e n t e r s t h e pump well
through a slot in t h e t o p of t h e pump well.
This fuel flows past t h e synthetic pump cup
seal into t h e bottom of t h e pump well. The
pump cup floats and moves up and down on
t h e pump plunger head. When t h e pump
plunger is moved upward, t h e f l a t on t h e top
of t h e cup unseats from t h e f l a t on t h e
plunger head and allows fuel t o move
through t h e inside of t h e c u p into t h e bot-
tom of t h e pump well. This action also
vents any vapors which may be in t h e bot-
t o m of t h e pump well and allows a solid
charge of fuel t o be maintanined in t h e fuel
well beneath t h e plunger head.
When t h e primary throttle valves a r e
opened, t h e connecting linkage forces t h e
BALL RETAWR
CHECK BALL
ACCELERATING PUMP SYSTEM
pump plunger downward. The pump cup
s e a t s a t once, and fuel is forced through t h e
pump discharge check ball and passes on
through the-passage t o t h e pump jets locat-
e d in t h e air horn. From these jets, t h e fuel
sprays into t h e venturi a r e a of e a c h primary
bore. As mentioned earlier, t h e pump
plunger is spring-loaded. The upper tine
portion of t h e spring is balanced with the
bottom pump return spring t o permit a
smooth sustained charge of fuel t o be de-
livered during t h e acceleration period.
The pump discharge check ball seats in
t h e pump discharge passage during upward
motion of t h e pump plunger t o prevent a i r
from being drawn into t h e passage. Without
this arrangement, t h e r e would be a momen-
t a r y lag during acceleration.
A vacuum exists at t h e jets during high-
speed operation. A cavity just beyond t h e
pump jets is vented t o t h e t o p of t h e air
horn, outside t h e carburetor bores. This
cavity serves as a suction breaker. There-
fore, when t h e pump is not in operation, fuel
cannot b e pulled o u t of t h e pump jets i n t o
t h e venturi area, but ensures a full pump
discharge when needed and still prevents
any fuel spill over from t h e pump discharge
passage.
4MV CHOKE SYSTEM
-
The choke valve is located in t h e pri-
mary side of t h e carburetor and provides t h e
c o r r e c t air-fuel mixture for quick cold-en-
gine starting and until t h e engine reaches i t s
operating temperature. The air valve is
locked closed until t h e engine is completely
warmed and t h e choke valve is wide open.
The principle parts of t h e choke system
a r e a choke valve located in t h e primary a i r
 © pdfmanualpublisher.com 2005
/
ACTUATINO ROO
7
AIR VALVE DASHPOT OPERATION
- i s made up of a vacuum-operated power
horn bore, a vacuum diaphragm unit, fast-
idle c a m , connecting linkage, a n a i r valve o r
secondary t h r o t t l e valve lockout lever, and
a t h e r m o s t a t i c coil.
While t h e engine is being cranked, t h e
tension of t h e t h e r m o s t a t i c coil holds t h e
choke valve closed. The closed choke valve
r e s t r i c t s air flow through t h e carburetor t o
provide a richer mixture for starting.
After t h e engine s t a r t s , manifold vac-
uum applied t o t h e vacuum diaphragm unit
opens t h e choke valve t h e proper amount for
t h e engine t o run without loading or stalling.
O t h e r conditions exist -a f t e r t h e engine
starts: The cold-enrichment feed holes a r e
no longer in a low-pressure a r e a so t h e y
c e a s e t o f e e d fuel. These holes a r e then
used a s secondary main well a i r bleeds. T h e
fast-idle c a m follower lever on t h e end of
t h e primary t h r o t t l e shaft drops from t h e
highest s t e p on t h e fast- idle c a m t o a lower
s t e p when t h e t h r o t t l e is opened. The lever
in this position gives t h e engine enough f a s t
idle and a c o r r e c t fuel mixture for smooth
operation until full operating t e m p e r a t u r e is
reached. Once t h e engine h a s warmed-up,
t h e t h e r m o s t a t i c coil h e a t s and e a s e s i t s
tension and allows t h e choke valve t o open
f a r t h e r due t o t h e intake air pushing on t h e
off- set choke valve. The choke valve con-
tinues t o open until t h e t h e r m o s t a t i c coil is
completely relaxed and t h e choke is fully
open. SECONDARY MAIN ACCELERArOR
WELL AIR BLEED WELL 8 TUBE
P discharge nozzles, a c c e l e r a t i n g wells, a n d
POWER SYSTEM
ROCHESTER 4MV 4-37
4MV POWER SYSTEM
The power s y s t e m provides e x t r a fuel t o
m e e t power demands during heavy engine
loads and during high-speed operation. This
richer mixture is supplied through t h e main
m e t e r i n g systems i n t h e primary and secon-
dary sides of t h e carburetor.
The power s y s t e m enriches t h e fuel mix-
t u r e in t h e two primary bores. This system
piston and a spring located in a cylinder
connected by a passage t o i n t a k e manifold
vacuum. The spring under t h e power piston
o p e r a t e s against manif old vacuum and
pushes t h e power piston upward.
During partial t h r o t t l e and cruising rang-
es, t h e manifold vacuum is enough t o hold
t h e power piston down against spring tension
so t h e larger d i a m e t e r of t h e metering rod
t i p is held in t h e main metering jet orifice.
As engine lcad is increased until more
f u e l and a richer mixture is necessary, t h e
power piston spring overcomes t h e vacuum
pull on t h e power piston, and t h e t a p e r e d
tips of t h e metering rods move upward in
t h e main metering jet orifices. The smaller
diameter of t h e metering rod t i p permits
m o r e fuel t o pass through t h e main m e t e r i n g
jet and enriches t h e fuel mixture t o m e e t
t h e added power demands. When engine
load decreases, t h e manif old vacuum rises
and e x t r a f u e l and a richer mixture is no
longer required. The higher vacuum pulls
t h e power piston down against spring
tension, and this action moves t h e larger
d i a m e t e r of t h e m e t e r i n g rod i n t o t h e
metering jet orifice, returning t h e fuel
mixture t o normal.
The primary side of t h e carburetor sup-
plies enough a i r and fuel for low-speed oper-
ation. More a i r and fuel a r e required a t
higher speeds t o m e e t engine demands and i t
is t h e secondary side of t h e carburetor t h a t
m e e t s t h e s e requirements.
The secondary side of t h e 4MV has a
s e p a r a t e and independent metering system.
This system c o n s i s t s of two large t h r o t t l e
valves connected by a s h a f t and linkage t o
t h e primary t h r o t t l e shaft. Fuel metering i s
controlled by spring-loaded air valves,
metering orifice plates, secondary metering
rods, main fuel wells with bleed tubes, fuel-
tubes.
A lever on t h e primary t h r o t t l e shaft,
through a connecting link t o t h e secondary
4-38 FUEL © pdfmanualpublisher.com 2005
t h r o t t l e shaft, begins t o open t h e secondary
t h r o t t l e valves when t h e engine reaches a
point where t h e primary bores cannot deliv-
e r t h e quantity of air and fuel demanded by
t h e engine. As t h e secondary t h r o t t l e
valves a r e opened, engine manif old vacuum
(reduced pressure) is applied directly be-
neath t he air valves. Atmospheric pressure
on t o p of t h e air valves overcomes spring
tension and f o r c e s t h e m open, allowing
m e t e r e d air t o pass through t h e secondary
bores of t h e carburetor.
The secondary m a m discharge nozzles
a r e located above t h e secondary t h r o t t l e
valves and just below t h e c e n t e r of t h e air
valves. There is one nozzle for each bore.
Because t h e valves a r e located in a low-
pressure a r e a , they feed fuel in t h e follow-
ing manner:
When t h e secondary throttle valves a r e
opened, atmospheric pressure opens t h e a i r
valves. This action r o t a t e s a plastic c a m
a t t a c h e d t o t h e c e n t e r of t h e air-valve
shaft. The c a m movement lifts t h e secon-
dary metering rods o u t of t h e secondary
orifice plates through t h e metering rod lev-
er. As t h e t h r o t t l e valves a r e opened still
f a r t h e r and engine speed continues t o in-
crease, air flow through t h e secondary side
increases and opens t h e air valve more. The
opening valves lift t h e secondary metering
rods f a r t h e r out of t h e orifice plates. The
metering rods a r e tapered. This design
allows fuel flow through t h e secondary
metering orifice plates in direct proportion
t o air flow through t h e secondary bores.
This system allows c o r r e c t air-fuel mixtures
through t h e secondary bores t o be controlled
by t h e depth of t h e metering rods in t h e
orifice plates.
The actual depth of t h e metering rods in
t h e orifice plates is factory adjusted in
relation t o air-valve position and t o m e e t
air- fuel requirements for e a c h engine. If a n
adjustment should become necessary due t o
replacement of parts, a service s e t t i n g i s
possible.
4MV METERING SYSTEM
The main metering system supplies fuel
t o t h e engine from off-idle t o wide-open
throttle. The primary bores supply fuel and
air during this range through plain-tube noz-
zles and t h e venturi principle. The main
metering system s t a r t s t o operate when air
flow increases through t h e venturi system
MAlN FUEL WELL
THROTTLE VALVE
b'ACUUM CHANNEL '
MAlN METERING
JET
MAlN METERING SYSTEM
and more fuel is required t o supply t h e
c o r r e c t air-fuel mixture t o t h e engine. Fuel
from t h e idle system gradually diminishes a s
t h e lower -pressures a r e now in t h e venturi
area.
T h e main metering system consists of
t h e main .metering jets, vacuum- operated
metering rods, main fuel wells, main well
air bleeds, fuel discharge nozzles, and triple
venturis.
When the primary t h r o t t l e valves open
beyond t h e off-idle ranee and allow more a i r
t o enter the engine intake manifold, a i r
velocity increases In t h e c ~ r b u r e t o rventuri.
The increased velocity causes a drop in
pressure in t h e large venturi, which increas-
es r a y times in t h e boast venturi. Because
t h e low pressure (vacuum) is now in t h e
smallest boost venturi, fuel flows from t h e
main discharpe nozzle in t h e fsllowinq man-
ner:
Fuel f r o m t h e float bowl flows through
t h e main metering jets into t h e main fuel
wells. I t passes upward in t h e main well and
is fed with air by a n air bleed located a t t h e
t o p of the well. The fuel is further fed air
through calibrated air bleeds located near
t h e top of t h e well in t h e carburetor bores.
The fuel mixture then passes from t h e main
well through t h e m a h discharge nozzles into
t h e boost venturis where t h e fuel mixture
then combines with t h e air entering t h e
engine through t h e carburetor bores. I t then
passes a s a combustible mixture through
t h e intake manifold and on into t h e engine
cylinders. The main metering system is cali-
brated by tapered and stepped metering rods
operating in t h e main metering jets and also
through t h e main well air bleeds.
 © pdfmanualpublisher.com 2005
FLOAT SYSTEM
OMV FLOAT SYSTEM
The float bowl is located between t h e
primary bores and adjacent t o t h e secondary
bores. This position assures an adequate
fuel supply to all carburetor bores and does
much t o maintain excellent engine perf or-
mance when t h e bow of t h e boat is high o r
during high-speed tight turns. The float
pontoon is solid and made of a light plastic
material. The combination of t h e s e t w o
features gives added buoyancy t o t h e f l o a t
and allows t h e use of a single float t o
maintain a constant fuel level.
The parts of t h e float system include:
The f l o a t bowl, a single pontoon float, f l o a t
hinge pin-and-retainer combination, f l o a t
valve and seat, and a slot valve pull clip. A
plastic filler block is located in t h e top of
t h e f l o a t chamber over t h e float valve t o
prevent fuel slosh into this area.
w through t h e air horn. Further disassembly
OFF-lWE
OPERATlON IDLE SYSTEM
ROCHESTER 4MV 4-39
4MV IDLE SYSTEM
The idle system is located on t h e fuel
inlet (primary) side of t h e carburetor t o
supply t h e c o r r e c t air-fuel mixture during
idle and off-idle operation. The idle system
is used during this period because air flow
through t h e carburetor venturi is not g r e a t
enough t o obtain good metering from t h e
main disharge nozzles.
DISASSEMBLING THE
ROCHESTER 4MV
1- Place t h e carburetor on t h e work
bench in t h e upright position. Remove t h e
idle vent valve attaching screw, and then
remove t h e idle vent valve assembly. Re-
move t h e clips from the upper end of t h e
choke rod, disconnect t h e choke rod f r o m
t h e upper choke s h a f t lever, and then re-
move t h e choke rod from t h e bowl. Cietach
t h e spring clip from t h e upper end of t h e
pump rod, and then disconnect t h e pump rod
f rom t h e pump lever. Remove t h e nine a i r
horn-to-bowl attaching screws. Two screws
a r e located next t o the primary venturi.
Lift straight up on t h e air horn and remove
it. TAKE CARE not t o bend t h e accelerat-
ing well and air bleed tubes sticking o u t
from the a i r horn.
2- Mold t h e a i r valve wide open and then
remove t h e secondary m etering rods by ti1 t-
ing and sliding t h e rods from the holes in t h e
hanger. Remove t h e dashpst piston from
t h e air-valve link by rotating t h e bend
through t h e hole, and t h e n remove t h e dash-
pot from t h e a i r horn by rotating t h e bend
of t h e air horn is not necessary. DO NOT
remove t h e air valves, air valve shaft, and
4-40 FUEL
© pdfmanualpublisher.com 2005
secondary metering rod hangers because
they a r e calibrated. DO NOT a t t e m p t t o
remove t h e high-speed air bleeds and accel-
erating well tubes because they a r e pressed
into position.
3- Remove t h e accelerating pump piston
f r o m t h e pump well. ele ease-the air horn
gasket from the dowels on t h e secondary
side of t h e bowl, and then pry t h e gasket
f r o m around t h e power piston and primary
metering rods. Remove t h e pump return
spring from t h e pump well.
4- Remove t h e plastic filler from over
t h e float valve. Use a pair of needle-nosed
pliers and pull straight up on t h e metering
rod hanger directly over t h e power piston
and remove t h e power piston and t h e pri-
mary metering rods, Disconnect t h e tension
spring from t h e top of each rod and t h e n
-
r o t a t e t h e rod and remove t h e metering rods
from t h e power piston. Pull up just a bit on
t h e float assembly hinge pin until the pin
can b e removed by sliding i t toward t h e
pump well. Disengage t h e needle valve pull
clip by sliding t h e float assembly toward t h e
f r o n t of t h e bowl. TAKE EXTRA CARE not
t o distort t h e pull clip.
5- Remove t h e two screws from t h e
f l o a t needle retainer, and then lift out t h e
retainer and needle assembly. NEVER at-
t e m p t to remove t h e needle s e a t because i t
is staked and t e s t e d at t h e factory. If t h e
 © pdfmanualpublisher.com 2005
f l o a t assembly i s damaged, replace t h e
assembly. Remove both primary m e t e r i n g
rod jets. Remove t h e pump discharge c h e c k
ball retainer and t h e check ball. R e m o v e
t h e baffle plates from t h e secondary side of
t h e bowl. Disconnect t h e vacuum hose f r o m
t h e t u b e connection on t h e bowl and from
t h e vacuum break assembly. R e m o v e t h e
retaining screw, and then l i f t t h e assembly
from t h e f l o a t bowl.
6- Remove t h e t w o screws f r o m t h e hot-
idle compensator cover. Lift t h e hot-idle
compensator and O-ring f r o m t h e f l o a t
bowl. Remove t h e fuel inlet filter retaining
nut, gasket, f i l t e r , and spring. Remove t h e
t h r o t t l e body by taking oit t h e t h r o t t l e
body-to-bowl a t t a c h i n g screws, and then l i f t
off t h e insulator gasket. Remove t h e idle
mixture screws and springs. TAKE CARE
not t o d a m a g e t h e secondary t h r o t t l e
valves.
CLEANING AND INSPECTING
THE ROCHESTER 4MV
NEVER dip rubber parts, plastic parts,
diaphragms, pump plungers o r t h e vacuum-
break assembly in carburetor cleaner. Place
a l l of t h e m e t a l p a r t s in a screen- type t r a y
and dip t h e m in carburetor solvent until
they appear completely clean, then blow
t h e m dry with compressed air.
Blow o u t all of t h e passages in t h e
castings with compressed air. Check all of
Fuel inlet needle with a worn ridge. The set MUST
be replaced to prevent a leak and carburetor flooding.
ROCHESTER 4MV 4-41
Tip of an idle mixture adjusting needle bent from
being forced into its seat and against the closed throt-
tle plate.
t h e p a r t s and passages t o be sure they a r e
n o t clogged or contain any deposits. NEVER
use a piece of wire o r any t y p e of pointed
instrument t o clean drilled passages o r cali-
brated holes in a carburetor.
Inspect t h e idle mixture needles f o r
damage. Check t h e f l o a t needle and dia-
phragm for wear. Inspect t h e upper and
lower surfaces of t h e carburetor castings
f o r damage. Inspect t h e holes in t h e levers
for being out-of-round. Check t h e fast- idle
c a m for wear or damage. Check t h e a i r
valve for binding. If t h e air valve i s damag-
ed, t h e c o m p l e t e air horn assembly must b e
replaced.
Most of t h e p a r t s t h a t should be replaced
during a carburetor overhaul, including t h e
l a t e s t updated parts, a r e found in a carbure-
t o r kit available a t your local marine dealer.
In addition t o t h e parts, most kits include
t h e l a t e s t specifications which a r e so im-
p o r t a n t when making bench adjustments.
ASSEMBLING THE 4MV
1- Turn t h e idle mixture adjusting
screws in until t h e y a r e barely s e a t e d , a n d
then back t h e m o u t t w o turns a s a rough
adjustment at t h i s time. NEVER t u r n t h e
adjusting screws down t i g h t into t h e i r seats
4-42 FUEL © pdfmanualpublisher.com 2005

Vacuum break lever and shaft

Pump Discharge Ball
Secondary Air Valve Adjustment
Spring
Idle Needle Spring
Air Horn Screw
Air Horn Screw
Secondary Metering Rod
Secondary Metering Rod Holder
Air Valve Lockout Lever
Roll Pin
Vacuum Break Rod
Air Horn Gasket
Control Attaching Screw
Fast Idle Cam
Vacuum Hose
Choke Valve
Choke Valve Screul
Intermediate Choke Lever
Choke Rod
Primary Jet
Pump Actuating Lever
Pump Discharge Ball Retainer
Needle Seat Gasket
Float Needle Pull Clip
Float Assembly Hinge Pin
Power Piston Spring
Secondary Air Valve Adjustment
Shaft
P r i m a r y Metering Rod
P r i m a r y Metering Rod Spring
Fuel Inlet Filter Nut
Filter Nut Gasket
Fuel Filter Relief Spring
Idle Stop Screw Spring
Idle Screw
Float Bowl Insert
Secondary Baffle Plate
Pump Return Spring
Fuel Inlet Filter
Needle and Seat Assembly
Pump Rod
Throttle Body Screw
Throttle Body Gasket
Idle Needle
Air Horn Screw
Cam Lever
Fast Idle Lever
Idle Lever Screw
Vacuum Break Control Bracket
Air Horn Assembly
Vacuum Break Control Assembly
Choke Shaft & Lever Assembly
Float Bowl Assy
Float Assembly
Power Piston Assembly
Pump Assembly
Throttle Body Assembly
Choke Rod Clip
Choke Thermostat Assembly
Choke Screw
Set Screw

Exploded view of the Rochester 4MV carburetor installed on GMC V8 engines. Principle parts are identified.
 © pdfmanualpublisher.com 2005 ROCHESTER 4MV 4-43

or they will be damaged. Install t h e pump

rod in t h e lower hole of t h e t h r o t t l e lever by
rotating t h e rod. Place a new insulator
gasket on t h e bowl with t h e holes in t h e
gasket indexed over t h e t w o dowels. Install,
and then tighten t h e t h r o t t l e body-to-bowl
screws evenly. Install t h e fuel inlet f i l t e r
spring, filter, new gasket, and inlet nut.
Tighten t h e nut. Position a NEW hot-idle
compensator O-ring seal in t h e recess in t h e
bowl, and t h e n install t h e compensator.
2- Install t h e U-bend end of t h e vacu-
um-break rod in t h e diaphragm link, with
t h e end toward t h e bracket, and then slide
t h e grooved end of t h e rod into t h e hole of
t h e a c t u a t i n g lever. Install t h e spring clip
t o retain t h e rod in t h e vacuum-break rod.
Install t h e fast-idle c a m on t h e choke hous-
ing assembly. Check t o be sure t h e fast-idle
c a m a c t u a t i n g pin on t h e middle choke s h a f t
i s located in t h e cut- out a r e a of t h e fast-
idle cam. C o n n e c t t h e choke rod t o t h e
plain end of t h e choke rod a c t u a t i n g lever,
and then hold t h e choke rod with t h e groov-
e d end pointing inward and position t h e under t h e pull clip from t h e f r o n t t o t h e
choke rod a c t u a t i n g lever in t h e well of t h e back. Hold t h e f l o a t assembly by t h e t o e
f l o a t bowl. Install t h e choke assembly, with and with t h e f l o a t lever in t h e pull clip,
t h e s h a f t engaged with t h e hole in t h e install t h e retaining pin f r o m t h e pump-well
a c t u a t i n g lever. Install and tighten t h e side. TAKE CARE n o t t o distort t h e pull
retaining screw. Remove t h e choke rod clip.
from t h e lever. This rod will be installed 5- Float Level Adjustment: Measure
later. Install and connect t h e vacuum hose. t h e distance f r o m t h e t o p of t h e f l o a t bowl
3- Install t h e baffle plates in t h e secon- gasket surface, with t h e gasket removed, t o
dary side of t h e bowl with t h e notches t h e t o p of t h e f l o a t at t h e t o e end. CHECK
facing up. Install t h e primary main meter- TO BE SURE t h e retaining pin is held
ing jets. Install a NEW f l o a t needle seat. firmly in place and t h e t a n g of t h e f l o a t is
Install t h e pump discharge ball c h e c k and s e a t e d on t h e f l o a t needle when making t h e
retainer in t h e passage n e x t t o t h e pump measurement. Check your measurement
well.
4- Install t h e pull clip on t h e needle with
t h e open end toward t h e f r o n t of t h e bowl.
Install t h e f l o a t by sliding t h e f l o a t lever
4-44 FUEL
© pdfmanualpublisher.com 2005

FLOAT L E V E L ADJUSTMENT

with t h e Specifications in t h e Appendix.

CAREFULLY bend t h e f l o a t up o r down
until t h e c o r r e c t measurement is reached.
6- Install t h e power-pistop spring in t h e
power-piston well. Install t h e primary
metering rods, if they w e r e removed during
disassembly. Be sure t h e tension spring is
connected t o t h e t o p of e a c h metering rod.
Install t h e power-piston assembly in t h e well 8- Place. t h e pump r e t u r n spring in t h e
with t h e metering jets. On early models, i t pump well. Install t h e air horn gasket
i s necessary t o press down on t h e power- around t h e primary metering rods and pis-
piston t o be sure t h e retaining pin is engag- ton. Install t h e gasket on t h e secondary side
e d with t h e hole in t h e t h r o t t l e body gasket. of t h e bowl with t h e holes in t h e gasket
On l a t e r models, a sleeve around t h e piston indexed over t h e t w o dowels. Install t h e
holds t h e piston in place during assembly. a c c e l e r a t i n g pump plunger in t h e pump well.
7- Install t h e plastic filler over t h e f l o a t
needle. Press i t down firmly until i t is
seated.
 © pdfmanualpublisher.com 2005
9- Install t h e secondary metering rods.
Hold t h e air valve wide open and check t o
be sure t h e rods a r e positioned with their
upper ends through t h e hanger holes and
pointing toward e a c h other.
10- Slowly position t h e air horn assembly
on t h e bowl and CAREFULLY insert t h e
secondary metering rods, t h e high-speed air
bleeds, and t h e accelerating well tubes
through t h e holes of t h e air horn gasket.
NEVER force t h e air horn assembly onto t h e
f l o a t bowl because you may distort t h e
secondary metering plates. If you move t h e
air horn assembly slightly sideways i t will
c e n t e r t h e metering rods in t h e metering
plates. Install t h e attaching screws as fol-
ROCHESTER 4MV 4-45
lows: The-four long air horn screws around
t h e secondary side; t w o short screws in t h e
c e n t e r section; one short screw above t h e
fuel inlet; and t h e two countersunk screws
in t h e primary venturi area. Tighten t h e
screws evenly and in t h e sequence a s shown
in t h e accompanying illustration.
11- Install t h e idle vent actuating rod in
t h e pump lever. Connect t h e pump rod t o
t h e inner hole of t h e pump lever and secure
i t with a spring clip. Connect t h e choke rod
in t h e lower choke lever and secure i t with a
spring clip. Install t h e idle vent valve with
t h e actuating rod engaged, and then tighten
t h e attaching screws.
4MV BENCH ADJUSTMENTS
12- Pump Adjustment: Disconnect t h e
secondary actuating link. Measure t h e dis-
t a n c e from t h e top of t h e choke valve wall,
next t o t h e vent stack, t o t h e t o p of t h e
pump s t e m , with t h e throttle valves com-
E F R O M T O P O F CHOKE
E WALL, NEXT TO VENT
TO TOP OF PUMP STEM
AS SPECIFIED
BENDPUMPLEVER
TO ADJUST
ROD IN SPECIFIED
HOLE OFPUMP
LEVER
PUMP ADJUSTMENT
4-46 FUEL © pdfmanualpublisher.com 2005

CHOKE VALVE BEND TANG GAUGE BETWEEN AIR HORN

CLOSED TO ADJUST WALL AND LOWER EDGE OF
\- BEND ROD T O A D J U S T
I CHOKE V A L V E

TOWARDS C L RAGM

ON ROD
TO CONTACT #TOP

v
HOLD L E V E R WITH
PLIERS TO PREVENT
DISTORTION WHEN
@
BENDING TANG
CAREFULLY bend t h e rod at t h e a i r v a l v e
e n d until t h e proper a d j u s t m e n t i s r e a c h e d .
15- Vacuum-Break Adjustment: Push t h e
vacuum- break s t e m in until t h e diaphragm is
s e a t e d . A t t h e s a m e t i m e , hold t h e c h o k e
p l e t e l y closed a n d t h e p u m p rod in t h e v a l v e t o w a r d t h e closed position a n d m e a -
s p e c i f i e d hole in t h e lever. C o m p a r e your s u r e t h e d i s t a n c e b e t w e e n t h e lower e d g e of
measurement with t h e Specifications. t h e c h o k e valve and t h e a i r horn wall.
CAREFULLY bend t h e pump l e v e r until t h e C o m p a r e your m e a s u r e m e n t w i t h t h e Speci-
specified dimension i s obtained. C o n n e c t fications. CAREFULLY bend t h e vacuum-
t h e a c t u a t i n g link. b r e a k t a n g until t h e proper a d j u s t m e n t i s
13- Choke Rod Adjustment: F i r s t , p l a c e reached.
t h e c a m follower on t h e s e c o n d s t e p of t h e 0
fast- idle c a m and a g a i n s t t h e high step. AI R V A L V E S MUST
BE COMPLETELY
@PLACE GAUGE BETWEEN
Next, r o t a t e t h e c h o k e v a l v e t o w a r d t h e CLOSED
closed position by pushing down LIGHTLY o n
t h e vacuum- break lever. Now, m e a s u r e t h e
d i s t a n c e b e t w e e n t h e l o w e r e d g e of t h e Or
c h o k e valve a n d t h e a i r horn wall. C o m p a r e CLEARANCE BETWEEN R O D
your m e a s u r e m e n t w i t h t h e Specifications. A N D E N D O F SLOT
CAREFULLY bend t h e c h o k e rod until t h e
proper m e a s u r e m e n t is obtained.
14- Air Valve Dashpot Adjustment: Push
t h e vacuum- break s t e m in until t h e dia-
- /
u
i---
THROUGH 1971
phragm i s s e a t e d . Measure t h e distance
b e t w e e n t h e dashpot rod and t h e e n d of t h e 0
ALVES MUST
s l o t in t h e a i r v a l v e lever. C o m p a r e your MPLETELY
measurement with t h e Specifications. :n
CLOSL-

Air Valve n

;
I CLEARANCE BETWEEN
N D O F SLOT I N LEVER

USING OUTSIDE
PLACE GAUGE BETW VACUUM SOURCE
R O D A N D E N D OF S L U l
I N LEVER

and End of Slot

SINCE 1972

Depending on the model, the air-valve dashpot on

later models, is adjusted b y inserting a gauge in the slot
in the choke lever, or in the dashpot lever.
 © pdfmanualpublisher.com 2005
ROCHESTER 4MV 4-47

GAUGEBETWEEN
WALL ANDLOWER @ PUSH UP ON THERMOSTATIC
EDGE OF CHOKE TANG TO PUT ROD IN TOP OF
SLOT
7
C

@
M E A S U RE S P E C I FIED C L E A R A N C E
BETWEEN FRONT EDGE QF VALVE
PRIMARY THROTTLE AND TANG
WlDE OPEN

UNLOADER ADJUSTMENT
4? HOLD CHOKE VALVE
WlDE OPEN

16- Unloader Adjustment: Secure a

rubber band on t h e vacuum-break t o hold
t h e choke valve in t h e closed position.
Move t h e primary t h r o t t l e valves t o t h e
wide-open position and at t h e s a m e t i m e
measure t h e distance between t h e edge of
t h e choke valve and the air horn wall.
Compare your measurement with t h e Spe-
cif ications. CAREFULLY bend t h e f ast-idle
lever tang until t h e proper adjustment is
reached.
17- Air-Valve Lockout Adjustment:
With t h e choke valve wide open, f o r c e t h e
thermostatic spring tang t o move t h e choke
rod t o t h e top of t h e slot in t h e choke lever.
Now, move the air valve toward t h e open
position. Measure t h e distance between >h<
lockout tang and t h e front edge of t h e a i r
valve, as shown in t h e accompanying illus-
tration. CAREFULLY bend t h e upper end
of t h e air valve lockout lever tang until t h e
required adjustment is reached. Finally,
open t h e choke valve t o i t s wide-open posi-
tion by applying f o r c e t o the underside of
t h e choke valve. BE SURE t h e choke rod is
in the bottom of t h e slot in t h e choke lever,
t h e air valve lockout tang holds t h e a i r
valve closed.
18- Secondary Opening Adjustment:
Open t h e primary t h r o t t l e valves until t h e

U N S E A L E D C A N 1S T E R P U R G E P A S S A G E S E A L E D C A N I S T E R PURGE PASSAGE

\ \

INCORRECT CORRECT

The addition of a charcoal canister purge port on models since 1970 has resulted ir, a change in the gaskets used
between the float bowl and the throttle body. A vacuum leak will result i f the wrong gasket is used because air will
bypass the primary throttle valves through the canister purge passageway ( l e f t )and the enpine will not idle smoothly.
4-48 FUEL
3 POINT PICKUP
WITH L l N K AGAINST TANG
THERE SHOULD B E 070
CLEARANCE BETWEEN
LINK AND TPNG A T THIS
POINT
2 POINTPICKUP L INK SHOULD BE I N
O PE N PR IMARY T HR O TT L E U N T I L
ACTUATING LINK CONTACTS TANG
C E NT ER OF SLOT
actuating link contacts t h e t a n g on t h e
secondary lever, and t h e n measure t h e dis-
t a n c e between t h e link and t h e t a n g on t h e
secondary lever, which should b e 0.070".
CAREFULLY bend t h e tang on t h e secon-
dary lever until t h e proper adjustment i s
reached.
19- Secondary Closing Adjustment:
After t h e idle speed has been adjusted and
with t h e tang on t h e t h r o t t l e lever against
t h e actuating lever, rneasure t h e distance
between t h e actuating link and t h e front of
t h e slot in t h e secondary lever. Compare
your measurement with t h e Specifications.
CAREFULLY bend t h e tang on t h e t h r o t t l e
lever until t h e proper adjustment is reached.
20- Secondary Metering Rod Adjusment
Measure t h e distance from t h e t o p of t h e
metering rod t o the t o p of the air horn
casting and also t o t h e flame arrestor stud
hole. Compare your measurement with t h e
Specifications. CAREFULLY bend t h e
metering rod hanger at the point shown in
t h e accompanying illustration until t h e
proper ad justment for both metering rods is
reached. Both metering rods must b e
adjusted t o t h e SAME DIMENSION.
"A" "B"
BEND TANG CHOKE V A L V E
TO ADJUST WIDE OPEN
HOLD AIR
SLIGHTLY
SPECIFIED CLEARANCE AIR VALVE CLOSED
BETWEEN FRONT EDGE
OF AIR VALVE AND TANG
© pdfmanualpublisher.com 2005
MEASURE FROM CASTlffi
SURFACE NEXT TO AIR
CLEANER STUD HOLE TO
B E N D TANG TOP OF METEFllNGRO
TO ADJUST
0
18
21- Air Valve Spring Adjustment: First,
remove all of t h e tension on t h e spring by
loosening t h e Allen-head lockscrew and
turning t h e adjusting screw counterclock-
wise. Now, with t h e air valve closed, t u r n
t h e adjusting screw clockwise until t h e tor-
sion spring just contacts t h e pin on t h e
shaft, and then 318 turn more. Hold t h e
adjusting screw in this position, and tighten
t h e lockscrew.
22- Choke Coil Rod Adjustment: Close
t h e choke valve so t h e choke rod is a t t h e
bottom of the choke lever slot. Now, pull
t h e choke coil rod up t o t h e end of i t s
travel. The t o p of t h e hole must b e even
with t h e bottom of t h e rod. CAREFULLY
bend the choke coil rod until t h e proper
adjustment is reached.
23- Idle Speed and Mixture Adjust-
ments: S t a r t t h e engine and allow i t t o
warm t o operating t e m p e r a t u r e with t h e
flame arrestor in place.
SPRING TENSION
ADJUSTMENT SHAFT
SPEClFl ED
CLEARANCE
 © pdfmanualpublisher.com 2005
FUEL INLET GASKET
FUEL INLET ADAPTER
BLOW-OFF SPRING
Arrangement of fuel filter parts including a self-
tapping fuel inlet adapter which may be installed i f the
threads in the inlet hole of the carburetor are damaged.
Use of the adapter will save considerable expense,
because the carburetor does not have to be replaced.
CAUTION: Water must circulate through
the lower unit t o the engine any time the en-
gine is run to prevent damage to the water
pumpin the lower unit. Just five seconds
without water will damage the water pump.
Shut the engine down and disconnect t h e
t h r o t t l e cable. Turn t h e idle mixture ad-
justing screws in until they barely touch
their seats, and then back them out one full
P
r w OF R O D
EVEN WITH
BOTTOM OF
OLE
BEND ROD
TO ADJUST
ROD
AGAINST
STOP
ROCHESTER 4MV 4-49
Tip of an idle mixture adjusting needle bent from
being forced into its seat and against the closed throt-
tle plate.
turn as a rough adjustment at this time.
NEVER turn t h e adjusting needles in hard or
t h e needle and seat will b e DAMAGED.
S t a r t t h e engine and run i t at idle speed.
Adjust t h e idle mixture needle for t h e hinh-
e s t and steadiest manifold vacuum read&.
If you do not have a vacuum gauge, obtain
t h e smoothest running, maximum idle speed
by turning t h e idle adjusting needle in until
t h e engine rpm begins t o drop off, then back
t h e needle-off over t h e "high spot" until t h e
engine rprn again begins t o drop off. Set t h e
idle adjusting needle halfway between the
two points a s an idle speed setting. R e p e a t
t h e procedure with t h e other needle. If t h e
adjustments result in an increase in idle
rpm, r e s e t t h e idle speed adjusting screw t o
obtain between 550 and 600 rpm. Again
adjust the idle mixture adjusting needles.
Stop t h e engine and install t h e t h r o t t l e
cable. Check t o be sure t h e t h r o t t l e valves
a r e fully open when t h e remote control is in
t h e full forward position. Shift t h e unit into
forward gear and re-adjust t h e idle speed
screw until t h e rprn is between 550 and 600
rpm.
IDLE SCR
4-50 FUEL © pdfmanualpublisher.com 2005
4-5 HOLLEY CARBURETORS
DESCRIPTION
The Holley two- barrel and four- barrel
c a r b u r e t o r s a r e designed a n d built very sim-
ilarly. The four- barrel unit c a n be consid-
e r e d as dual two- barrel carburetors, mount-
e d side-by-side, with e a c h having i t s own
f u e l bowl and f l o a t system. Each side h a s
i t s own m e t e r i n g body. T h e t w o primary
bores h a v e a single choke valve, and t h e
primary side has a power valve, a c c e l e r a t i n g
pump, and adjustable idle system. The
t h r o t t l e s on t h e secondary side a r e control-
led by a vacuum diaphragm. The secondary
m e t e r i n g body h a s only fixed idle and high-
speed m e t e r i n g systems.
The two- barrel c a r b u r e t o r is basically
t h e primary side of t h e four-barrel. There-
fore, t h e overhaul procedures a r e t h e s a m e
for t h e two- barrel model a s those provided
in t h e following section f o r t h e four- barrel.
The four- barrel c a r b u r e t o r s have a dual,
high-speed system m a d e up of primary and
secondary circuits. The primary c i r c u i t s a r e
composed of t h e f l o a t , idle, a c c e l e r a t i o n ,
main metering, power, and choke circuits.
T h e secondary c i r c u i t becomes operational
when t h e engine demands e x t r a power.
Each c i r c u i t will be described under separ-
ate headings.
The illustrations accompanying this sec-
tion a r e keyed by number t o t h e paragraphs
which describe t h e p a r t s being shown.
Holley two-barrel carburetor.
Holley four-barrel carburetor.
FLOAT CIRCUIT
1- Fuel- from t h e fuel pump line e n t e r s
t h e fuel bowl through t h e inlet fitting, t h e n
passes through a f i l t e r , a n d finally i n t o t h e
fuel bowl through t h e needle and seat. T h e
amount of fuel e n t e r i n g t h e fuel bowl is
controlled by t h e fuel pump pressure, t h e
s i z e of t h e hole in t h e needle seat, and by
t h e d i s t a n c e t h e needle is p e r m i t t e d t o r i s e
o u t of t h e seat a s determined by t h e f l o a t
drop. Therefore, t h e f u e l level in t h e bowl
i s determined by t h e f l o a t level setting. As
t h e fuel level drops, t h e f l o a t lowers, which
allows m o r e fuel t o e n t e r t h e bowl. When
t h e level rises t o t h e s e t t i n g level, t h e f l o a t
pushes t h e needle i n t o t h e s e a t and thus
s h u t s off t h e flow of fuel or at l e a s t re-
s t r i c t s the amount e n t e r i n g t h e bowl. In
t h i s manner, t h e f l o a t rising and lowering
allows only enough fuel t o e n t e r t h e bowl t o
r e p l a c e t h e fuel used.
, 8
I
ni
'
LOCK SCREW
SHAFT
VALVE ,-:&
 © pdfmanualpublisher.com 2005
HOLLEY 4-51

2- The Holley carburetors a r e equipped CODE

-FUEL
with one of t h r e e common types of needle E 3 AIR
and seat assemblies, as shown in t h e accom-
panying illustration: (1) spring loaded; (2)
solid needle; and (3) externally adjustable.
To prevent dirt in t h e fuel from flood-
ing, most of t h e needles have a special s o f t
plastic tip. A spring under t h e float stabi-
lizes and maintains a normal fuel level in
most models. The proper fuel level is
critical on any carburetor because all of t h e
basic settings and calibrations of t h e other
systems a r e based on t h e fuel level in t h e
bowl. The float system is equipped with a
vent valve in order t o pressurize t h e fuel
and t o c r e a t e a pressure differential. The
reduced pressure in t h e venturi c r e a t e s a
pressure differential forcing t h e fuel t o flow
o u t of t h e fuel bowl t o t h e discharge nozzle.

F U E L VALVE SCREW-

Y 3- Fuel passes through t h e main meter-

ing jet t o t h e vertical passageway. Near t h e
top of this passageway is an idle feed re-
striction. This restriction performs t h e
ADJUSTING SEAT NUT
-QB s a m e function as an idle tube in other
VALVE SEAT GASKET -a carburetors by metering t h e fuel for low-
speed operation. From t h e restriction, t h e
fuel moves horizontally across t h e carbure-
tor t o another vertical passageway, and then
down t h e second passageway t o t h e idle
mixture screw port.
An idle air bleed is located in t h e low-
speed fuel passageway, above t h e idle mix-
t u r e adjustment screw. The idle air mixes
with t h e fuel t o form a n emulsion t h a t is
ADJUSTABLE easier t o a t o m i z e when i t is discharged.
This air-fuel mixture moves much f a s t e r
than solid fuel. The idle air bleed prevents
fuel from syphoning from t h e fuel bowl
when t h e engine is not running.
4- The fuel branches into t w o pass-

@- -6
ageways at t h e idle mixture adjusting screw.
One branch is controlled by t h e idle mixture
F U E L I N L E T SEAT
needle. This branch exits below t h e throttle

F U E L I N L E T NEEDLE

SPRING LOADED
4-52 FUEL © pdfmanualpublisher.com 2005
valve and supplies t h e fuel for t h e hot c u r b
idle. The o t h e r branch e x i t s above t h e
t h r o t t l e valve and supplies t h e fuel for t h e
t r a n s f e r f r o m idle t o t h e main metering
stage. The mixture of a i r and fuel flows
past t h e pointed t i p of t h e adjusting needle.
If t h e needle i s backed out, t h e volume of
t h e mixture is increased making i t richer. If
t h e needle i s turned inward, t h e volume i s
decreased and t h e mixture becomes leaner.
Fuel from t h e needle t h e n moves through a
passage and i s discharged into t h e t h r o t t l e
bore below t h e t h r o t t l e plate. When t h e
t h r o t t l e plates a r e opened above t h e idle
position, m o r e fuel is fed through t h e idle
t r a n s f e r passageway t o supply t h e added
demands of t h e engine.
If t h e t h r o t t l e is opened wider, a i r speed
in t h e venturi increases and t h e main m e t e r -
ing system begins t o function. As t h e flow
increases in t h e main metering system, t h e
idle transfer system t a p e r s off t o t h e point
where i t s discharge stops. The discharge
f r o m t h e idle transfer system is stopped
because of t h e loss of manifold vacuum d u e
t o t h e opening of t h e t h r o t t l e valve and t h e
loss of air velocity between t h e edge of t h e
t h r o t t l e valve and t h e transfer port.
HOLLEY ACCELERATION SYSTEM
5- During acceleration, t h e a i r flow
t hrsugh t h e carburetor responds almost im-
mediately t o t h e increased t h r o t t l e opening.
Since fuel is heavier t h a n air, i t has a slower
response. The a c c e l e r a t o r pump system
mechanically supplies fuel until t h e st her
fuel m e t e r in^ systems can once again supply
t h e proper mixture. The diaphragm-type
r n n e DISCHARGE
LVYE
CHECK BALL SPRING
pump i s located in t h e bottom of t h e pri-
m a r y fuel bowl. This location assures a
m o r e solid c h a r g e of fuel (fewer bubbles).
When t h e t h r o t t l e is opened, t h e pump
linkage, a c t u a t e d by a c a m on t h e t h r o t t l e
lever, f o r c e s t h e pump diaphragm up. As
t h e diaphragm moves up, t h e pressure f o r c e s
t h e pump inlet check ball or valve o n t o i t s
seat, thereby preventing t h e fuel from flow-
ing back i n t o t h e fuel bowl.
The fuel passes through a short passage
in t h e fuel bowl i n t o t h e long diagonal
passage in t h e metering body. I t next flows
i n t o t h e main body passage and t h e n i n t o t h e
pump discharge chamber. The pressure of
t h e fuel causes t h e discharge valve t o raise,
and fuel is t h e n discharged into t h e venturi.
The pump override spring is an important
part of t h e .accelerator system. When t h e
accelerator- is moved rapidly t o t h e wide
open position, t h e override spring is com-
pressed and allows full pump travel. The
spring applies pressure t o maintain t h e pump
discharge. Without t h e spring, t h e pump
linkage would be bent or broken due t o t h e
resistance of t h e fuel which is not cornpres-
sible.
As t h e t h r o t t l e moves toward t h e closed
position, t h e linkage returns t o i t s original
position and t h e diaphragm return spring
f o r c e s t h e diaphragm down. The pump i n l e t
check valve is moved off i t s s e a t and t h e
diaphragm c h a m b e r i s refilled with f u e l
from t h e fuel bowl.
The a c c e l e r a t o r pump delivery r a t e is
controlled by t h e pump c a m , linkage, t h e
override spring, and t h e size of t h e dis-
c h a r g e holes.
HOLLEY MAIN METERING
6- The main metering system on t h e
two-barrel and four- barrel model i s very
similar.
At higher speeds t h e vacuum is increased
at t h e main discharge nozzle in t h e c e n t e r
of t h e booster venturi.
This vacuum or pressure differential
causes fuel t o flow through t h e main m e t e r -
ing jet into t h e main well. The fuel moves
up t h e main well past one or m o r e a i r bleed
holes from t h e main airwell. These air
bleed holes a r e supplied with t h e filtered a i r
from t h e "high speed" air bleeds in t h e a i r
horn. The mixture of fuel and air moves up
t h e main well and through a channel t o t h e
main discharge nozzle in t h e booster ven-
turi.
 © pdfmanualpublisher.com 2005
HOLLEY 4-53

HOLLEY AUTOMATIC CHOKE

8- The choke system has a bi-metal

spring. When this spring cools, i t closes t h e
choke. An e l e c t r i c heating coil is installed
in t h e choke spring cover. This heating
element substitutes for t h e normal h e a t
t u b e of other carburetors. The heating
element is on whenever t h e ignition switch
is turned on and provides t h e heat necessary
t o allow the bi-metal spring t o open t h e
choke. The t i m e lapse between switch turn
on until the choke opens is carefully calcu-
lated. For this reason, it is important t h a t
AIR BLEED accessories such a s bilge pumps, bilge blow-
ers, etc, not be connected t o t h e ignition
POWER ENRICHMENT SYSTEM circuit which would make i t necessary t o
7- During high speed or heavy load oper- turn t h e ignition on f o r a period of t i m e
ation, when manifold vacuum is low, t h e before starting t h e engine. Such an ar-
power system provides added fuel f o r power rangement would open t h e choke before t h e
operation. A vacuum passage in t h e t h r o t t l e engine s t a r t s and make starting difficult.
body transmits vacuum t o t h e power valve
vacuum chamber in t h e main body. All of
t h e power valves used in this series of
carburetors a r e actuated by a vacuum dia-
phragm. Manifold vacuum is applied t o t h e
vacuum side of t h e diaphraqm t o hold i t
closed at idle anc" normal moderate load
conditions.
When manifold vacuum drops below the
power valve's calibration, t h e power valve
spring opens t h e valve t o admit additional
fuel. This fuel is m e t e r e d by t h e power
valve channel restrictions into t h e main well
and is added t o t h e fuel flow in^ from t h e
main metering jets.
CODE
IDFUEL DISCHARGE
AIR NOZZLE SECONDARY SYSTEMS
IHFUEL-AIR MIXTURE VACUUM SECONDARY OPERATION

9- At lower speeds t h e secondary throt-

t l e valves remain closed, allowing t h e en-
gine t o maintain proper air-fuel velocities
and distribution for lower speed, light load
operation. When engine demand increases
t o a point where additional breathing capa-
city is needed, t h e vacuum controlled secon-
dary t h r o t t l e valves begin t o open automati-
cally.
Vacuum from one of t h e primary venturi
and one of t h e secondary venturi is channel-
ed t o t h e top of t h e secondary diaphragm.
The bottom of t h e diaphragm is open t o
atmospheric pressure. At higher speeds and
MAIN W E LL MANIFOLD higher primary venturi vacuum, t h e dia-
VACUUM phragm, operating through a rod and secon-
4-54 FUEL © pdfmanualpublisher.com 2005

secondary fuel bowls. This tube is m a d e of

brass and connects t h e bowls just above t h e
fuel level t o prevent flooding of t h e secon-
dary f u e l bowl.

SECONDARY IDLE CIRCUIT

11- The secondary side of t h e carburetor

is seldom used. Therefore, t h e fuel in t h e
secondary fuel bowl could become stale and
develop gum and varnish. To avoid this
problem, a fixed idle is designed into t h e
secondary side. Anytime t h e engine is run-
ing, some fuel is used from t h e secondary
bowl and fresh fuel flows in t o replace it.
The secondary idle mixture is not adjust-
able. The transfer operates in t h e s a m e
manner a s on t h e primary side.
dary t h r o t t l e lever, will s t a r t t o open t h e
secondary throttle valves. This action will SECONDARY MAIN
s t a r t t o compress t h e secondary diaphragm METERING CIRCUIT
spring. As t h e secondary t h r o t t l e .valves
open further, a vacuum signal is c r e a t e d in 12- The basic principles s f t h e four-bar-
t h e secondary venturi. This additional vacu- re1 carburetor a r e t h e s a m e as on t h e two-
um assists in opening t h e secondary t h r o t t l e barrel unit except for detailed construction
valves t o t h e maximum designed opening. differences. As t h e secondary t h r o t t l e
The secondary opening r a t e is controlled by valves a r e opened further, a i r velocity in-
t h e diaphragm spring and t h e size of t h e creases in t h e boost venturi. This action
vacuum restrictions in t h e venturi. allows fuel t o flow through t h e main meter-
When t h e engine speed is reduced, ven- ing system.
turi vacuum decreases and t h e diaphragm SECONDARY
SECONDARY VENTIJRl
spring s t a r t s t o push t h e diaphragm down t o DIAPHRAGM PICK-UP
s t a r t closing t h e secondaries. Closing t h e CHECK BALL \ PRIMARY
primary throttle valves moves t h e secondary DIAPHRAGM
t h r o t t l e connecting link.
Most production model carburetors have
a ball check and bypass bleed installed in
t h e diaphragm passage. The ball permits a
smooth, even opening of t h e secondaries,
but lifts off t h e inlet bleed t o cause rapid
closing of t h e secondaries when t h e primary
throttle valves a r e closed.
DIAPHRAGM THROTTLE
SECONDARY FUEL METERING ROD PLATE
SECONDARY FLOAT CIRCUIT

10- The secondary system has a separate

fuel bowl. Fuel is usually supplied t o t h e DIAPHRAGM
secondary bowl by a transfer t u b e from t h e
primary fuel inlet fitting.
The secondary fuel bowl is equipped with
a fuel inlet valve and float assembly similar
t o t h e primary side. The specified fuel level
on t h e secondary side is usually slightly
lower than t h e primary side.
Many of t h e Holley carburetors use a
fuel balance t u b e between t h e primary and DIAPHRAGM THROTTLE
ROD PLATE
 © pdfmanualpublisher.com 2005 MOLLEY 4-55

CODE
F U E L
AIR
FUEL-AIR M I X T U R E
IDLE SECONDARY
AIR BLEED
IDLE FEED RESTRICTION
FIXEDCURB
\
A THROTTLE
PLATE

/,
1
lD.lE PASSAGE
\

2- Remove t h e secondary fuel bowl as-

SECO
FUEL
SECONDARY
MAIN JET
/ TRANSFER SLOT
TO MAN I FOLD PORT
Fuel from t h e secondary fuel bowl e n t e r s
t h e lower main metering holes in t h e m e t e r -
ing body and then moves into t h e main well
passageway. Air in t h e main well air bleed
mixes with fuel t h a t is still liquid a t this
point. The air-fuel mixture then moves
horizontally through t h e discharge nozzle
a n d into t h e boost venturi. The secondary
c i r c u i t does not have a power circuit.
DISASSEMBLING THE HOLLEY
TWO- OR FOUR-BARREL
CARBURETOR
1- Remove t h e four primary fuel bowl
retaining screws. Slide t h e bowl s t r a i g h t
off. Discard t h e gaskets. Pull off t h e fuel
transfer t u b e and discard t h e O-ring seals.
sembly. D e t a c h t h e secondary metering
body. TAKE CARE and rernove t h e secon-
dary metering body, plate, and gaskets.
Slide t h e baiance tube, washers, and-0-rin g s
o u t of t h e main body f r o m e i t h e r end.
TAKE NOTE s f t h e position of t h e fast-
idle can t o t h e cam lever f o r proper assem-
@
bly. Disconnect t h e link from t h e fast- idle
c a m lever and c a m , and t h e n slide t h e lever
and c a m off of t h e stub s h a f t , and at t h e
s a m e time, disengage t h e choke rod f r o m
t h e c a m lever. isc connect t h e secondary
vacuum diaphragm assembly s t e m f r o m t h e
secondary s t o p lever, and then remove t h e
assembly. Discard t h e gasket. Remove t h e
choke plate retaining screws by f i r s t filing
t h e backs of t h e screws t o rernove t h e s t a k e
marks. Remove t h e choke plate. Remove
t h e choke shaft.
3- Remove t h e a c c e l e r a t o r pump dis-
charge nozzle by f i r s t removing t h e re-
taining screw. Discard both gaskets. Turn
t h e carburetor over and c a t c h the acceler-
a t i n g pump discharge needle a s i t f a l l s out.
Remove t h e six screws securing t h e t h r o t t l e
body and main body together and then seD-
a r a t e t h e parts. Eiscard t h e gasket.
 4-56 FUEL
© pdfmanualpublisher.com 2005
4- Remove t h e float retainer E-clip, and
t h e n slide o u t t h e float and spring. Remove
t h e fuel inlet needle, and then t a k e o u t t h e
float baffle. Rewove t h e fuel inlet needle
s e a t and gasket. Discard t h e gasket. Re-
move t h e fuel inlet fitting and discard t h e
gasket. Remove t h e bowl vent valve assem-
bly and accelerator pump cover on t h e pri-
mary fuel bowl. Remove t h e diaphragm and
spring.
5- The power valve assembly should b e
replaced each t i m e t h e carburetor is over-
hauled. This assembly should be removed
from t h e primary metering body, using Tool
No. 3747. The metering jets do not have t o
be removed because t h e y can b e cleaned
with compressed a i r while they a r e still in
place in t h e metering body. Remove t h e
idle adjusting needles and gaskets. The
secondary metering body does not have t o
b e disassembled because t h e metering re-
strictions can be adequately cleaned with
compressed air.
CLEANING AND INSPECTING
THE HOLLEY
NEVER dip rubber parts, plastic parts,
diaphragms, or pump plungers in carburetor
cleaner. Place all of t h e metal parts in a
screen- type tray and dip them in carburetor
solvent until they appear completely clean,
then blow them dry with compressed air.
Blow o u t all of t h e passages in t h e
castings with compressed air. Check all of
t h e parts and passages t o be sure they a r e
not clogged or contain any deposits. NEVER
use a piece of wire or any type of pointed
instrument to clean driIled passages or cali-
brated holes in a carburetor.
Inspect t h e choke and t h r o t t l e s h a f t s f o r
excessive wear and replace t h e complete
carburetor if t h e t h r o t t l e s h a f t is worn.
Check t h e floats for leaking by shaking
t h e m and listening f o r fluid movement in-
side. If a f l o a t contains fluid, i t must be
replaced. Inspect t h e arm needle c o n t a c t
surface and t h e float s h a f t and replace them
if either has any grooves worn in it.
ALWAYS replace t h e needle valve-and-
seat assemblies. These p a r t s receive t h e
most wear in t h e carburetor and t h e proper
fuel level cannot be maintained if they a r e
worn.
Check t h e choke vacuum diaphragm by
f i r s t depressing t h e diaphragm stem, and
then placing a finger over t h e vacuum f i t t -
ing t o seal t h e opening. Now, release t h e
 © pdfmanualpublisher.com 2005 HOLLEY 4-57

Secondary Plate
, Fuel Line
P r i m a r y Meter Block
Gasket
Main Body
Washer
Throttle Body-to-main
Body Gasket
Throttle Body
Shaft Bushings
Secondary Throttle Plates
Secondary Throttle Shaft
Throttle Connecting Rod
P r i m a r y Throttle Shaft
Assembly
Accelerating Pump Cam
P r i m a r y Throttle Plates
Accelerating Pump
Operating Lever
Sleeve Nut
Spring
Diaphragm Lever
Assembly
Float
Float Spring
Baffle Plate
1. Screw 16. Choke Shaft Fuel Inlet Fitting
2. Choke Thermostat Housing 17. Screw and Washer Gasket
Clamp 18. Secondary Housing Gasket
3. Choke Thermostat Housing 19. Gasket Diaphragm Spring
and Spring 20. Diaphragm Assembly Diaphragm Assembly
4. Choke Thermostat Housing 21. Diaphragm Spring Accelerating Pump Cover
Gasket 22. Cover Retaining Screw and
5. Nut 23. Screw and Washer Lockwasher
6. Lockwasher 24. Screw Screw
7. Spacer 25. Gasket Gasket
8. Choke Thermostat Lever 26. Accelerating Pump Secondary Metering Block
Link and Piston Assembly Discharge Nozzle P r i m a r y Fuel Bowl
9. Screw and Washer 27. Accelerating Pump Power Valve
10. Choke Housing Discharge Needle P r i m a r y Fuel Bowl Gasket
11. F a s t Idle Cam Assembly 28. Flame Arrestor Anchor Main J e t s
12. Choke Housing Shaft and Screw Baffle Plate
Lever 29. Choke Plate Idle Adjusting Needle
13. Choke Rod 30. Power Valve Gasket Seal
14. Choke Rod Seal 31. Secondary Fuel Bowl P r i m a r y Metering Block
15. Retainer 32. Secondary Plate Tube and 0- Rings

Exploded view showing all parts of the Holley four-barrel carburetor.

 4-58 FUEL © pdfmanualpublisher.com 2005

pump lever FACING t h e FUEL INLET side,

Fuel inlet needle with a worn ridge. The set MUST
be replaced t o prevent a leak and carburetor flooding.
a s shown. S t a r t t h e attaching screws, then
depress t h e pump lever t o c e n t e r t h e dia-
phragm, then tighten t h e screws. Install a
new gasket over t h e fuel inlet fitting, then
t h e fitting and tighten i t securely.

Tip of an idle mixture adjusting needle bent from

being forced into its seat and against the closed throt-
tle plate.
diaphragm stem. If t h e stern moves out
more than 1/16" in t e n seconds, t h e dia-
phragm has an internal leak and i t should be
replaced.
Most of t h e parts t h a t should be replaced
during a carburetor overhaul, including t h e
l a t e s t updated parts a r e found in a carbure-
tor kit available at your local marine dealer.
In addition t o t h e parts, most kits include
t h e latest specifications which a r e so im-
portant when making adjustments.
ASSEMBLING THE HOLLEY
COVER _
3- Install a NEW needle valve s e a t and
gasket and tighten i t securely. The needle
valve and seat a r e a MATCHED SET and
must b e replaced i n PAIRS. Slide t h e fuel
inlet needle into its seat. Place t h e float
baffle in rassition, t h e n slide t h e float hinge
over t h e pivot and secure i t with an E-clb.
Install t h e float spring. Reoec't t h e proce-
dures in this s t e p for t h e secordary f l o a t
bowl.

1- Install a new power valve and gasket PRl MARY FUEL

in t h e primary main metering body using BOWL
Tool C-3747 t o tighten i t securely. Install
t h e idle mixture adjusting needles and new
gaskets. Tighten t h e needles FINGERTIGHT,
then back each one out one full turn a s a
rough adjustment at this time. Install t h e
main metering jets.
2- Assemble t h e parts t o the primary
fuel bowl by first placing t h e accelerator
pump spring in position. Next place t h e
diaphragm in position with t h e contact but-
ton facing t h e PUMP LEVER in t h e cover, a s
shown in t h e accompanying illustration.
Place t h e cover over t h e diaphragm with t h e
METERING BODY 4- This step is @nly necessary if your
bowl is not equipped with a float adj~qstlng
n u t and screw. Turn t h e p - i ~ a r yfvel bcwl
over and use a 7/64" gauge t o rneesure t h e
distance between the t o e sf t h e f l c a t and
t h e surface of t h e fuel Psv:l, a s s b s w r .
CAREFULLY bend t h e float t m e until t h e
proper clearance is reached.
5- Turn the secondary fuel bowl over
and use a 15/64" pauge to measure t h e

© pdfmanualpublisher.com 2005
d i s t a n c e b e t w e e n t h e heel s f t h e f l o a t and
t h e surf ace of t h e f u e l bowl. CAREFULLY
bend t h e f l s a t t a n e until t h e proper c l e a r -
a n c e i s obtained.
6- P l a c e a new g a s k e t in position on t h e
t h r o t t l e body, and t h e n l o w e r t h e m a i n body
as you d i q n t h e roll pip peeides w i t h t h e
openings i n t h e m a i n body. T h e rsrimary
b o r e s of t h e t h r o t t l e body MUST b e on t h e
SAME s i d e as t h e ~ r i r n x vventuri. F o l d the
p a r t s t o e e t h e r , t u r n t h e m over a n d install
and t i g h t e n t h e m securely. Push a n (;-ring
s e a l i n t o e a c h r e c e s s , thew install a f l a t
washer at e a c h end. I r s t a l l a NEW easltet,
t h e n t h e p l a t e , , a n o t h e r NEW g a s k e t , a n d
HEEL OF
FLOAT
HOLLEY 4-59
t h e s e c o n d a r y m e t e r i n g body w i t h t h e re-
s t r i c t i o n s at t h e BOTTOM. S e c u r e i t a l l
t o g e t h e r w i t h t h e a t t a c h i n g screws.
7- Positjon t h e b a l a n c e tube, if o n e is
used, so o n e inch e x t e n d s beyond t h e secon-
d a r y m e t e r i n g body, as shown.
8- Slide t h e a s s e m b l e d s e c o n d a r y f u e l
bowl and a NEW g a s k e t o v e r t h e b a l a n c e
tube. Install and t i g h t e n t h e a t t a c h i n g
screws. Slide a n e w O- ring s e a l on e a c h e n d
of t h e f u e l t r a n s f e r tube, a n d t h e n p r e s s t h e
t u b e i n t o t h e opening in t h e s e c o n d a r y b ~ w l .
P l a c e a NEW g a s k e t o v e r t h e p r i m a r y
m e t e r i n g body pin, t h e n slide t h e body o v e r
t h e b a l a n c e t u b e and i n t o p l a c e on t h e m a i n
body. Slide a NEW g a s k e t o v e r t h e m e t e r i n g
body, a n d t h e n install t h e p r i m a r y f u e l bowl
o v e r t h e b a l a n c e t u b e a n d down a g a i n s t t h e
m e t e r i n g body. Slide NEW g a s k e t s o v e r t h e
long f u e l bowl mounting s c r e w s , t h e n i n s t a l l
a n d tighen t h e m securely. NEVER u s e a n
old g a s k e t b e c a u s e t h e y will a l w a y s l e a k
following a second installation.
4-60 FUEL
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9- Install t h e a c c e l e r a t i n g p u m p dis-
c h a r g e n e e d l e i n t o t h e discharge passageway
in t h e c e n t e r of t h e p r i m a r v venturi.
10- Install t h e p u m p -discharge n o z z l e
g a s k e t , n o z z l e , mounting s c r e w , a n d g a s k e t .
Align t h e n o t c h in t h e r e a r of t h e n o z z l e
w i t h t h e projection on t h e boss of t h e cast-
ing. Install t h e c h o k e valve a n d shaft.
11- Assemble t h e s e c o n d a r y throttle-open-
ing diaphragm by f i r s t sliding a n e w dia-
p h r a g m i n t o t h e housing. Next, p l a c e t h e
diaphragm in position w i t h t h e vacuum hole
in t h e housing aligned w i t h t h e v a c u u m h o l e
in t h e diaphragm. Now, i n s t a l l t h e r e t u r n
spring w i t h t h e c o i l e d e n d snapped o v e r t h e
b u t t o n in t h e cover. Lower t h e c o v e r i n t o
position w i t h t h e v a c u u m p o r t in t h e c o v e r
aligned w i t h t h e p o r t in t h e housing. K e e p
t h e diaphragm f l a t while t h e c o v e r i s being
installed. Install a n d t i g h t e n t h e a t t a c h i n g
screws. C h e c k t h e a s s e m b l y f o r a i r l e a k s by
depressing t h e diaphragm s t e m and t h e n
placing your f i n g e r o v e r t h e p o r t t o s e a l it.
If t h e diaphragm d o e s n o t r e m a i n in t h e
r e t r a c t e d position, t h e r e i s a n a i r leak.
12- P l a c e a NEW g a s k e t in t h e vacuum
passageway r e c e s s in t h e diaphragm housing,
t h e n install t h e secondary diaphragm assem-
bly a n d a t t h e s a m e t i m e , e n g a g e t h e s t e m
w i t h t h e s e c o n d a r y s t o p lever. Install a n d
t i g h t e n t h e a t t a c h i n g screws.
 HOLLEY 4-61
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1/16 inch d i f f e r e n c e in f u e l level. A f t e r t h e

HOLLEY CARBURETOR
ADJUSTMENTS
C a r b u r e t o r a d j u s t m e n t s MUST b e per-
f o r m e d in t h e s e q u e n c e outlined in t h e fol-
lowing steps.
F o r b e s t p e r f o r m a n c e and e c o n o m y re-
sults, follow t h e s p e c i f i c a t i o n s included in
t h e c a r b u r e t o r r e p a i r kit.
a d j u s t m e n t h a s b e e n m a d e , t i g h t e n t h e lock
s c r e w . O n n e w e r model c a r b u r e t o r s , t h i s
a d j u s t m e n t c a n only b e d o n e w i t h t h e bowl
removed.
4- With t h e e n g i n e a p p r o x i m a t e l y l e v e l
a n d t h e e n g i n e running, t h e f u e l l e v e l in t h e
s i g h t plug m u s t b e in l i n e w i t h t h e t h r e a d s
at t h e b o t t o m of t h e plug w i t h i n 1/32". This
s i g h t plug i s n o t used on l a t e model c a r b u r e -
tors.

1- Automatic Choke Adjustment: T h e

a u t o m a t i c c h o k e is set a t t h e f a c t o r y t o
give m a x i m u m p e r f o r m a n c e under a l l
w e a t h e r conditions. If n e c e s s a r y , t h e c h o k e
c a n b e r e t u r n e d t o i t s original position by
aligning t h e index m a r k w i t h t h e proper
specification.
2- A r i c h e r o r l e a n e r m i x t u r e c a n b e
o b t a i n e d f o r t h e warm- up period, if d e s i r e d ,
by r o t a t i n g t h e t h e r m o s t a t cover. NEVER
set t h e index m a r k on t h e c o v e r m o r e t h a n
t w o marks from t h e specified setting.
3- Fuel Level Adjustment: Loosen t h e
lock s c r e w and t u r n t h e adjusting n u t clock-
w i s e t o lower t h e f u e l l e v e l a n d c o u n t e r -
clockwise t o r a i s e t h e f u e l level. A 1/16
t u r n of t h e n u t will e q u a l a p p r o x i m a t e l y

#
CHOKE HOUSING
4-62 FUEL
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5- Accelerator Pump Lever Clearance:

First, move t h e t h r o t t l e t o t h e wide-open
position. Hold t h e pump lever down. You
should be able t o insert a 0.015" gauge
between t h e adjusting nut and t h e lever.
R o t a t e t h e pump override screw t o obtain
t h e c o r r e c t clearance. There must b e N O
FREE PLAY with t h e pump lever at idle.

6- Choke Control Lever Adjustment:

First, open t h e t h r o t t l e t o t h e midposition. 7- Choke Udoader Adjustment: Rold
Next, close t h e choke valve with a light t h e t h r o t t l e in t h e wide-open position and at
pressure on t h e choke control lever. With t h e s a m e t i m e insert t h e specified gauge
t h e carburetor on t h e engine, measure t h e between t h e upper edge of t h e choke valve
distance between t h e t o p of t h e choke rod a n d t h e inner wall of t h e air horn. CARE-
hole in t h e control lever and t h e choke FULLY bend t h e indicated t a n ? until t h e
assembly and compare i t with 1-11/16". required measurement is obtained.
CAREFULLY bend t h e choke s h a f t rod until
t h e measurement is within 1/64'! of t h e
specification given. This adjustment is nec-
essary t o ensure a c o r r e c t relationship be-
t w e e n t h e choke valve, t h e t h e r m o s t a t i c
coil spring, and t h e fast-idle cam.

- ADJlJST
TO ... BEND
. TOP EDGE OF CHOKE
AT THIS POINT .> CONTROL ROD HOLE

1-1

ASSE

1-23/32 1 1/64 INCH

(CARBURETOR O N BENCH)
 © pdfmanualpublisher.com 2005

IGNITION

5- 1 DESCRIPTION sudden c h a n g e in t h e s t r e n g t h of t h e mag-

n e t i c field c a u s e s a v o l t a g e t o be induced in
Engine p e r f o r m a n c e and e f f i c i e n c y a r e , e a c h t u r n of t h e s e c o n d a r y windings in t h e
to a l a r g e d e g r e e , g o v e r n e d by how f i n e t h e coil.
e n g i n e i s t u n e d t o f a c t o r y s p e c i f i c a t i o n s as T h e r a t i o of s e c o n d a r y windings t o t h e
d e t e r m i n e d by t h e designers. T h e s e r v i c e p r i m a r y windings in t h e c o i l i n c r e a s e s t h e
work outlined in t h i s c h a p t e r m u s t b e per- v o l t a g e t o a b o u t 20,000 volts. This high
f o r m e d in t h e s e q u e n c e given a n d t o t h e voltage travels through a c a b l e t o t h e cen-
S p e c i f i c a t i o n s listed in t h e Appendix. t e r of t h e d i s t r i b u t o r c a p , t h r o u g h t h e r o t o r
T h e ignition s y s t e m c o n s i s t s of a p r i m a r y t o a n a d j a c e n t d i s t r i b u t o r c a p c o n t a c t point,
a n d a s e c o n d a r y circuit. T h e low- voltage a n d t h e n on t h r o u g h o n e of t h e ignition
c u r r e n t of t h e ignition s y s t e m i s c a r r i e d by w i r e s t o a s p a r k plug.
t h e p r i m a r y circuit. P a r t s of t h e p r i m a r y When t h e high- voltage s u r g e r e a c h e s t h e
c i r c u i t include t h e ignition s w i t c h , b a l l a s t s p a r k plug i t jumps t h e g a p b e t w e e n t h e
resistor, neutral- safety switch, primary
winding of t h e ignition coil, c o n t a c t points
in t h e d i s t r i b u t o r , c o n d e n s e r , a n d t h e low-
tension wiring.
T h e s e c o n d a r y c i r c u i t c a r r i e s t h e high-
v o l t a g e s u r g e s f r o m t h e ignition c o i l which
r e s u l t in a -hi g h- volta g e s p a r k b e t w e e n t h e
e l e c t r o d e s of e a c h s p a r k plug. T h e second-
a r y c i r c u i t i n c l u d e s t h e s e c o n d a r y winding
of t h e coil, coil- to- distributor high- tension
lead, d i s t r i b u t o r r o t o r and c a p , ignition ca-
bles, a n d t h e s p a r k plugs.
When t h e c o n t a c t points a r e closed and
t h e ignition s w i t c h i s o n , c u r r e n t f r o m t h e
b a t t e r y or f r o m t h e a l t e r n a t o r f l o w s through
t h e p r i m a r y winding of t h e coil, through t h e
c o n t a c t points t o ground. T h e c u r r e n t flow-
ing through t h e p r i m a r y winding of t h e c o i l
c r e a t e s a m a g n e t i c f i e l d around t h e c o i l
windings a n d e n e r g y i s s t o r e d in t h e coil.
Now, when t h e c o n t a c t p o i n t s a r e opened by
r o t a t i o n of t h e d i s t r i b u t o r c a m , t h e p r i m a r y
c i r c u i t i s broken. T h e c u r r e n t a t t e m p t s t o
s u r g e a c r o s s t h e g a p as t h e points begin t o
open, b u t t h e c o n d e n s e r absorbs t h e c u r r e n t . A fully charged battery, filled to the proper level
In s o doing, t h e c o n d e n s e r c r e a t e s a s h a r p with electrolyte, is the heart of the ignition system.
b r e a k in t h e c u r r e n t flow and a rapid col- Engine starting and efficient performance can never be
lapse of t h e m a g n e t i c field in t h e coil. This obtained if the battery is below its full charge rating.

© pdfmanualpublisher.com 2005
8- Secondary Throttle Valve Adjustment:
F i r s t , back o u t t h e s e c o n d a r y t h r o t t l e s t o p
s c r e w until t h e valves a r e fully closed.
N e x t , t u r n t h e s t o p s c r e w in until i t b a r e l y
c o n t a c t s t h e secondary t h r o t t l e s t o p lever.
Now, t u r n t h e adjusting s c r e w in 112 turn.
9- Fast Idle Adjustment: With t h e c h o k e
p l a t e wide open, t h e fast- idle adjusting
s c r e w should just t o u c h t h e l o w e s t s t e p of
t h e fast- idle c a m . This a d j u s t m e n t MUST
b e d o n e BEFORE adjusting t h e idle needles.
10-Idle Speed and Mixture Adjustment:
Turn e a c h idle s p e e d n e e d l e in until i t b a r e l y
seats, a n d t h e n back i t o u t o n e full turn.
TAKE CARE n o t t o seat t h e needles t i g h t l y
b e c a u s e i t vrould groove t h e t i p s f t h e
needle. If t h e n e e d l e should b e c o m e groav-
e d , a s m o o t h i d l e c a n n o t b e obtained. S t a r t
HOLLEY 4-63
t h e engine and allow i t t o w a r m t o full
operating temperature.
CAUTION: Water must circulate through
the lower unit to the engine any time the en-
gine is run to prevent damage to the water
pump in the lower unit. Just five seconds
without water will damage the water pump,
Adjust t h e idle- speed s c r e w until t h e
r e q u i r e d rpm i s r e a c h e d as given in t h e
S p e c i f i c a t i o n s in t h e Appendix. Now, set
o n e of t h e t w o i d l e adjusting n e e d l e s f o r t h e
highest s t e a d y manifold vacuum reading. If
a vacuum gauge is not available, turn t h e
idle adjusting n e e d l e inward until t h e r p m
begins t o d r o p o f f , t h e n b a c k t h e n e e d l e o u t
o v e r t h e "highspot" until t h e r p m a g a i n
drops off. S e t t h e idle adjusting n e e d l e
h a l f w a y b e t w e e n t h e s e t w o points as a n i d l e
speed setting. R e p e a t t h e procedure for t h e
o t h e r needle. If t h e s e a d j u s t m e n t s r e s u l t in
a n i n c r e a s e in idle r p m , r e s e t t h e idle s p e e d
s c r e w t o o b t a i n t h e - r e q u i r e d idle r p m , a n d
t h e n a d j u s t t h e idle adjusting n e e d l e s again.
11- Position t h e sealing ring o v e r t h e
c a r b u r e t o r . T h e ring h a s t h r e e c u t o u t s t o
m a k e i t f i t easily. Install t h e s p a c e r o v e r
t h e c e n t e r s c r e w , a n d t h e n install t h e f l a m e
a r r e s t o r . CHECK TO BE SURE t h e f l a m e
a r r e s t o r i s c l e a n b e c a u s e a d i r t y o n e will
consume too much fuel and cause t h e engine
t o run rough at high speeds.
4-64 FUEL © pdfmanualpublisher.com 2005

ROCHESTER BC CARBURETOR HOLLEY CARBURETOR

CARTER RBS CARBURETOR ROCHESTER 4MV CARBURETOR

5-2 IGNITION © pdfmanualpublisher.com 2005

insulated center electrode and t h e grounded easier. Obviously, if t h e ignition system is

side electrode. This high voltage jump
across the electrodes produces t h e energy
required t o ignite t h e compressed air-fuel
mixture in t h e cylinder.
The entire electrical build-up, break-
down, and transfer of voltage is repeated as
each lobe of t h e distributor c a m passes t h e
rubbing block on t h e c o n t a c t breaker a r m ,
causing t h e c o n t a c t points t o open and
close. At high engine rpm operation, t h e
number of times this sequence of actions
t a k e place is staggering.
BALLAST RESISTOR
grounded, t h e cylinders will not f i r e during
this period. In actual practice only a f e w
cylinders fail t o f i r e and i t is usually not
noticeable. The shift cutout switch is
mounted on t h e transom and is activated by
t h e remote- control shift cable.
TAKE NOTE: If this switch is not
adjusted properly, or if i t shorts out (is
grounded) then t h e primary side of t h e igni-
tion coil will b e grounded and t h e engine
will not start.
IGNITION TIMING

Beginning at t h e key switch, current In order t o obtain t h e maximum per-

flows t o t h e ballast resistor and then t o t h e form ance from t he engine, t h e timing of t h e
positive side of t h e coil. When t h e resistor spark must vary t o m e e t operating condi-
is cold i t s resistance is approximately o n e tions. For-idle, t h e spark advance should b e
ohm. The resistance increases in proportion as low a s possible. During high-speed opera-
t o t h e resistor's rise in temperature. tion, t h e spark must occur sooner, t o give
While t h e engine is operating at idle or t h e air-fuel mixture enough t i m e t o ignite,
slow speed, t h e c a m on the distributor s h a f t burn, and deliver it's power t o t h e piston f o r
revolves at a relatively slow rate. There- t h e power stroke.
fore, t h e breaker points remain closed for a Manual setting and centrifugal advance
slightly longer period of time. Because t h e a r e t h e two methods of obtaining t h e con-
points remain closed longer, more c u r r e n t i s stantly changing demands of t h e engine.
allowed t o flow and this currrent flow heats The manual setting is made at idle speed.
t h e ballast resistor and increases i t s resis- This setting allows the c o n t a c t points t o
t a n c e t o c u t down on current flow thereby open at a specified position of t h e piston
reducing burning of t h e c o n t a c t points.
During high rpm engine operation, t h e
reduced current flow allows t h e resistor t o
cool enough t o reduce resistance, thus in-
creasing t h e current flow and effectiveness SECONDARY
of t h e ignition system for high-speed perfor-
mance.
The voltage drops about 25% during en-
gine cranking due t o t h e heavy c u r r e n t de- DlST
mands of t h e starter. These demands re-
duce t h e voltage available for t h e ignition
system. In order t o reduce t h e problem of
less voltage, t h e ballast resistor i s by-passed
during cranking. This releases full battery
voltage t o t h e ignition system.

SHIFT CUTOUT SWITCH

The shift c u t o u t switch is connected

between t h e primary side of t h e ignition coil
and ground. This switch is normally open.
The function of this switch is t o ground t h e
ignition system during a shift t o neutral. By
grounding t h e ignition system, gear pressure
is released and t h e shift is made much Functional diagram of the ignition system.

© pdfmanualpublisher.com 2005
N O ADVANCE FULL ADVANCE
Movement o f the centrifugal advance mechanism.
All parts must be free t o move properly or the ignition
timing will not advance with engine speed and all
phases o f performance will s u f f e r , as explained in the
text.
Cylinder pressure should not vary between cylinders
by more than 15 psi for the engine t o run smoothly.
Variation between the cylinders is much more import-
ant than the actual individual readings.
IDLE 1,000 ENG. RPM
The mechanical spark advance mechanism advances ignition timing when engine speed increases, as shown in these
three drawings. Maximum pressure must occur by 10' ATDC, a t all speeds. Therefore, the spark must occur a t TDC
for idle speeds ( l e f t ) ; at approximately 8' before TDC for 1,000 rpm (center); and at 26' before TDC for 2,000 rprn
(right).
TROUBLESHOOTING 5-3
before Top Dead C e n t e r (TDC). The TDC
position for t h e No. 1 cylinder is indicated
by t h e timing mark on t h e crankshaft pulley.
The centrifugal advance is controlled
entirely by engine speed. A pair of weights,
t w o springs, and a weight base plate com-
prise t h e centrifugal advance mechanism.
As engine speed increases, centrifugal f o r c e
causes t h e weights t o move outward and
push against t h e c a m ramps which in turn
r o t a t e t h e distributor c a m ahead of t h e
distributor shaft. This action causes t h e
distributor c a m lobes t o open t h e c o n t a c t
points sooner and t h e timing of t h e spark is
advanced.
5 2 IGNITION TROUBLESHOOTING
Before spending t i m e and money seeking
a problem in t h e ignition system, a compres-
sion check should be made of e a c h cylinder.
Without adequate compression, your e f f o r t s
in t h e ignition system will not give t h e
desired results.
Remove each spark plug in turn; insert a
compression gauge in t h e hole; crank t h e
engine several times; and note t h e reading.
A variation between t h e cylinders is m o r e
important than t h e actual reading. A vari-
ation of more than 20 psi indicates either a
ring- or valve problem.
To determine which is defective, squirt
about a teaspoonful of oil into t h e cylinder
t h a t has t h e low reading. Crank t h e engine
2,000 ENG. RPM
5-4 IGNITION © pdfmanualpublisher.com 2005
After taking the first pressure reading, a small
amount of oil inserted into a low reading cylinder,
followed by a second pressure reading will indicate
whether the compression loss is past the rings or the
valves.
a few t i m e s t o distribute t h e oil. Now,
recheck t h e compression and n o t e t h e dif-
f e r e n c e from t h e f i r s t reading. If t h e
pressure increased, t h e compression loss is
p a s t t h e piston rings; if no change is noted,
t h e loss is p a s t a burned valve.
IGNITION SYSTEM TESTS
Any problem in t h e ignition system m u s t
f i r s t be localized t o t h e primary o r secon-
dary c i r c u i t b e f o r e t h e d e f e c t i v e p a r t c a n
be identified.
1- GENERAL TESTS
Disconnect t h e wire f r o m t h e c e n t e r of
t h e distributor c a p and hold i t a b o u t 114"
f r o m a good ground. Turn t h e ignition
switch t o START, and c r a n k t h e engine w i t h
the starter. If you observe a good spark,
go t o T e s t 5 (Secondary C i r c u i t Test). If
you d o not have a good spark, go to T e s t 2
(Primary C i r c u i t Test).
2- PRIMARY
-
CIRCUIT TEST
R e m o v e t h e distributor cap; l i f t off t h e
rotor; and t h e n turn t h e c r a n k s h a f t until t h e
c o n t a c t points close. Turn t h e ignition
switch on, and open and close t h e c o n t a c t
points using a small screwdriver o r a non-
m e t a l l i c object. Hold t h e high-tension coil
w i r e about 114" f r o m a good ground. If you
observe a good spark jump f r o m t h e wire t o
t h e ground, t h e primary c i r c u i t checks out.
Go t o T e s t 5 , (Secondary C i r c u i t Test). If
t h e r e is no spark, g o t o T e s t 3, ( C o n t a c t
Point Test).
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3- CONTACT POINT TEST
R e m o v e t h e distributor c a p a n d rotor.
Turn t h e c r a n k s h a f t until t h e points a r e
open, and t h e n i n s e r t s o m e t y p e of insulator
b e t w e e n t h e points. Now, hold t h e high-
tension c o i l w i r e a b o u t 114" f r o m a good
ground, a n d a t t h e s a m e t i m e m o v e a s m a l l
s c r e w d r i v e r up and down with t h e s c r e w -
d r i v e r s h a f t touching t h e m o v e a b l e point
and t h e t i p m a k i n g i n t e r m i t t e n t c o n t a c t
with t h e c o n t a c t point base plate. In this
m a n n e r , you a r e using t h e s c r e w d r i v e r f o r a
set of c o n t a c t points. If you g e t a spark
f r o m t h e high-tension wire t o ground, t h e n
t h e problem is in t h e c o n t a c t points. R e -
p l a c e t h e set of points. If t h e r e is no s p a r k
f r o m t h e high-tension wire t o ground t h e
problem is e i t h e r a d e f e c t i v e c o i l o r conden-
ser. T o test t h e condenser, g o t o T e s t 4
(Condenser T e s t ) ,
4- CONDENSER TEST
C o n d e n s e r s seldom c a u s e a problem. How-
e v e r , t h e r e is a l w a y s t h e possibility one m a y
s h o r t o u t and ground t h e p r i m a r y c i r c u i t .
Before t e s t i n g t h e condenser, c h e c k t o b e
s u r e o n e of t h e p r i m a r y wires or c o n n e c t i o n s
inside t h e distributor h a s not s h o r t e d o u t t o
ground.
T h e most a c c u r a t e m e t h o d of t e s t i n g a
cqndenser is with a n i n s t r u m e n t m a n u f a c -
t u r e d f o r t h a t purpose. However, seldom is
TROUBLESHOOTING 5-5
o n e available, e s p e c i a l l y during a n e m e r g e n -
cy. T h e r e f o r e , t h e following p r o c e d u r e is
o u t l i n e d f o r e m e r g e n c y troubleshooting t h e
condenser and t h e p r i m a r y c i r c u i t insulation
f o r a short.
F i r s t , r e m o v e t h e condenser f r o m t h e
s y s t e m . TAKE CARE t h a t t h e m e t a l l i c
case of t h e condenser does n o t touch a n y
p a r t of t h e distributor. N e x t , i n s e r t a p i e c e
of insulating m a t e r i a l b e t w e e n t h e c o n t a c t
points. Now, m o v e t h e blade of a s m a l l
s c r e w d r i v e r up and down with t h e s h a f t of
t h e screwdriver making c o n t a c t with t h e
m o v e a b l e c o n t a c t point and t h e t i p m a k i n g
and breaking c o n t a c t with t h e c o n t a c t point
b a s e plate. O b s e r v e f o r a low- tension s p a r k
b e t w e e n t h e t i p of t h e s c r e w d r i v e r and t h e
c o n t a c t point base p l a t e as you m a k e and
b r e a k t h e c o n t a c t with t h e s c r e w d r i v e r tip.
You should observe a s p a r k during this test
and i t will prove t h e prirnary c i r c u i t c o m -
p l e t e through t h e n e u t r a l - s a f e t y switch, t h e
p r i m a r y side of t h e ignition coil, t h e b a l l a s t
resistor, the shift c u t o u t switch, and the
p r i m a r y wiring inside t h e distributor a r e a l l
f u n c t i o n i n g c o r r e c t l y . If you h a v e a s p a r k ,
r e c o n n e c t t h e condenser and a g a i n m a k e t h e
s a m e test with t h e screwdriver. If you d o
n o t g e t a spark, e i t h e r t h e condenser i s
d e f e c t i v e and should b e replaced, o r t h e
s h i f t c o n t r o l switch should b e a d j u s t e d o r
replaced.
If you w e r e unable t o g e t a s p a r k with
t h e condenser d i s c o n n e c t e d , i t m e a n s n o
c u r r e n t is flowing t o t h i s point, o r t h e r e is a
5-6 IGNITION © pdfmanualpublisher.com 2005
short circuit t o ground. Use a continuity
t e s t e r and check each part in turn t o ground
in t h e s a m e manner a s you did at t h e
moveable c o n t a c t point. If you get a spark,
indicating current flow, at one terminal of
t h e part, but not a t t h e other, then you have
isolated t h e defective unit.
5- SECONDARY CIRCUIT TEST
The secondary circuit cannot be t e s t e d
using emergency troubleshooting procedures
UNLESS t h e primary circuit has been t e s t e d
and proven satisfactory, or any problems
discovered in t h e primary cirucuit have been
corrected.
If t h e primary circuit t e s t s a r e satisfac-
tory, use t h e s a m e procedures as outlined in
Test 2, Primary Circuit Test, t o check t h e
secondary circuit. Hold t h e high-tension
wire about 1/4" from a good ground and at
t h e s a m e time, use a small screwdriver t o
open and close t h e c o n t a c t points. A spark
at t h e high-tension wire proves t h e ignition
coil is good. However, if t h e engine still
fails t o s t a r t and t h e problem has been
traced t o t h e ignition system, then t h e de-
fective p a r t or t h e problem must be in t h e
secondary circuit.
The distributor cap, t h e rotor, high-ten-
sion wires, or t h e plugs may require a t t e n -
tion or replacement. To t e s t t h e rotor, go
t o Test 6 (Rotor Test). If you were unable
t o observe a spark during t h e secondary
circuit test just described, t h e ignition coil
is defective and must be replaced.
6- ROTOR TEST
With t h e distributor c a p removed and t h e
rotor in place on t h e distributor shaft, hold
t h e high-tension coil wire about 114" from
t h e rotor c o n t a c t spring, and at t h e s a m e
t i m e crank t h e engine with t h e ignition
switch turned ON. If a spark jumps t o t h e
rotor, i t means t h e rotor is shorted t o
ground and must be replaced. If t h e r e is no
spark t o t h e rotor, i t means t h e insulation is
good and t h e problem is either in t h e dis-
tributor c a p (check i t for cracks), in t h e
high-tension wires (check for poor insulation
o r replace it), or in t h e spark plugs (replace
them).
IGNITION VOLTAGE TESTS
Many times hard starting and misfiring
problems a r e caused by defective or corrod-
e d connections. Such a condition c a n lower
t h e available voltage t o t h e ignition coil.
Therefore, make voltage t e s t s a t critical
points to isolate such a problem. Move t h e
voltmeter test probes from point-to-point in
t h e following order.
TEST 1 Voltage Loss Across Entire Igni-
nition Circuit: Connect a voltmeter
between t h e b a t t e r y side of t h e ignition coil
and t h e positive post of t h e battery, a s
shown in t h e Test 1 illustration. Crank t h e
engine until t h e contact points a r e closed.
Turn t h e ignition switch t o ON. The voitage
loss should not exceed 3.2 volts. This figure
 © pdfmanualpublisher.com 2005
Many ignition system problems can be traced to a
high-resistance connection caused by corroded battery
posts and cables.
allows f o r a 0.2 loss across each of t h e
connections in t h e circuit, plus a calibrated
2.4 volt drop through t h e ballast resistor. If
t h e t o t a l voltage loss exceeds 3.2 volts, t h e n
i t will b e necessary t o isolate t h e corroded
connection in t h e circuit of t h e key resistor,
t h e wiring, or a t t h e battery.
"R" TERMINAL ON STARTER SOLENOID
Functional diagram showing voltmeter hookups.
TROUBLESHOOTlNG 5-7
TEST 2 Cranking System: F i r s t dis-
c o n n e c t t h e high-tension wire and ground i t
securely t o minimize t h e danger of sparks
and a possible fire. Next, c o n n e c t a volt-
m e t e r between t h e b a t t e r y side of t h e igni-
tion coil and ground, as shown in T e s t 2
illustration. Now crank ,the engine and
c h e c k t h e voltage. A normal system should
have a reading of 8.0 volts. If t h e voltage i s
lower, t h e b a t t e r y is n o t fully charged o r
t h e s t a r t e r is drawing t o o much current.
'"ll
..........
....m
-
-.mmm.
w-
PRIMARY CIRCUIT
SECONDARY CIRCUIT
TEST 3 Contact Points and Condenser:
Measure t h e voltage between t h e distributor
primary terminal and ground, a s shown in
Test 3 illustration. Crank t h e engine until
t h e c o n t a c t points a r e closed. Turn t h e
ignition switch t o t h e O N position. T h e
voltage reading must be less than 0.2 volts.
A higher reading indicates t h e c o n t a c t
points a r e oxidized and must be replaced.
To check t h e condenser, crank t h e engine
until t h e c o n t a c t points a r e open, and t h e n
t a k e a voltage reading. If t h e reading i s n o t
equal t o t h e b a t t e r y voltage, t h e condenser
is shorted t o ground. Check t h e condenser
installation o r replace t h e condenser.
/(A/l
VOLTMETER
5-8 IGNITION © pdfmanualpublisher.com 2005
TEST 4 Primary Resistor: Disconnect
t h e b a t t e r y wire at t h e primary resistor t o
prevent damage t o t h e ohmmeter. Connect
an ohmmeter across t h e terminals of t h e
resistor, as shown in Test 4 illustration. The
specified resistance i s between 1.3 and 1.4
ohms. If t h e reading does not fall within
this range, replace t h e resistor.
TEST 5 Voltage Loss in the ignition
switch, ammeter, and battery c a b l e Crank
t h e engine until t h e points a r e closed. Con-
n e c t t h e voltmeter t o t h e battery post (not
t h e cable terminal) and t o t h e load side of
t h e ignition switch, as shown in T e s t 5
illustration. Now, turn t h e ignition switch
t o t h e ON position and note t h e voltage
reading. The m e t e r reading should not b e
m o r e than 0.8 volts. A 0.2 volt drop across
e a c h of t h e connections is permitted.
If t h e voltage drop is more than 0.8
volts, move t h e test probe t o t h e "hot" side
of t h e a m m e t e r . If t h e reading is 0.4 volts,
t h e ignition switch is satisfactory. O n c e t h e
VOLTMETER
corroded connection has been located, re-
move t h e nut, clean t h e wire terminal and
connector, and then tighten t h e connection
securely.
TEST 6 Distributor Condition: The con-
dition of the distributor can be quickly and
conveniently checked with a timing light.
Under normal timing light procedures
the trigger wire from the timing light is
attached t o t h e spark or plug wire of t h e
No. 1 cylinder. In this t e s t , connect the
trigger wire t o t h e third cylinder in t h e
firing order of an in-line engine or to the
fourth cylinder in the firing order of a V 6 ,
o r to the fifth cylinder in the firing order of
a V8 engine.
The timing mark and the pointer should
line up in the same position a s i t did with
the number one cylinder. If there is a
variation of a few degrees, t h e distributor
s h a f t bushings or cam lobes may be worn
and the condition will have t o be corrected.
Before setting the timing, make sure t h e
point dwell is correct. TAKE CARE to aim
t h e timing light straight at the mark. Sight-
ing from an angle may cause an error of t w o
o r t h r e e degrees.
 © pdfmanualpublisher.com 2005
Using a grounded screwdriver blade and spark plug
tester to test a cracked distributor cap.
Hook-y, for making a voltage check of high-tension
spark plug wires. One end of a jumper wire is clipped
to the screwdriver; the other end is grounded; and the
spark plug wire is disconnected from the plug. As a
preventative measure against hard starting, the high
tension wires (complete set) should be replaced every
two years.
Oxidized GMC contact points which should be re-
placed f or satisfactory performance.
5-3 SPARK PLUG TROUBLESHOOTING
The following conditions a r e keyed t o
t h e illustrations with t h e s a m e number. Re-
f e r t o t h e illustration for a visual indication
of which plugs a r e involved.
Condition 1: One spark is overheated.
Check t h e firing order. If t h e burned plug is
t h e second of two adjacent, and consecu-
tive-firing plugs, t h e overheating may be
t h e result of crossfire. If you found t h e
spark plug of No. 7 cylinder was overheated,
and t h e firing order is 1-8-4-3-6-5-7-2, t h e
crossfire might result because cylinders No.
5 and No. 7 a r e adjacent t o each o t h e r
physically and No. 7 follows No. 5 in firing
order. Separate t h e high-tension leads t o
these t w o plugs and t h e problem may be
corrected.
Condition 2: Four spark plugs a r e fouled
in t h e unusual pattern shown in t h e No. 2
illustration. This p a t t e r n follows t h e usual
fuel flow in a V 8 engine. This condition may
indicate one barrel of t h e carburetor is
running too rich.
5- 10 IGNITION © pdfmanualpublisher.com 2005

Condition 5: The two c e n t e r plugs of a

6-cylinder engine a r e fouled. The cause
may be raw fuel boiling o u t of t h e carbure-
t o r into t h e intake manif old a f t e r t h e engine
is shut down. This condition c a n be t h e
result of fuel percolating in t h e carburetor,
a leaking intake valve and s e a t , a heavy
float, or a too-high fuel level in t h e carbur-
etor bowl. R e f e r t o Chapter 4.

Condition 3: The four rear spark plugs SPARK PLUG EVALUATION

a r e overheated. This condition indicates a
problem in t h e cooling system. A reverse-
flush of t h e engine may restore circulation
to t h e rear of t h e cylinder heads.
Condition 4: Two adjacent plugs a r e
fouled. Check t h e high-tension leads t o t h e
spark plugs t o be sure they a r e connected in
t h e proper sequence and leading t o t h e cor-
r e c t plug for firing order. If t h e high-
tension wires a r e all in good order and
connected properly, then check for a blown
cylinder head gasket, refer t o Chapter 3.
-
Removal: Remove t h e spark plug wires
by pulling and twisting on only t h e molded
cap. NEVER pull on t h e wire or t h e connec-
tion inside t h e c a p may become separated or
t h e boot damaged. Remove t h e spark plugs
and keep t h e m in order. TAKE CARE not
t o tilt t h e socket as you remove t h e plug o r
t h e insulator may b e cracked.
Examine: Line t h e plugs in order of
removal and carefully examine t h e firing
end t o determine t h e firing conditions in
e a c h cylinder.
Correct Color: A proper firing plug
should be dry and powdery. Hard deposits
inside t h e shell indicate t h e engine is s t a r t -
ing t o use some oil, but not enough t o cause
concern. The most important evidence is
t h e light gray color of t h e porcelain, which
is a n indication this plug has been running at
t h e c o r r e c t temperature. This means t h e

DWELL ANGL DWELL ANGLE

SATISFACTORY READING UNSATISFACTORY READING

Dwell meter reading with a satisfactory set of contact points ( l e f t ) adjusted between 44 and 45 degrees. The same
set o f points with an unsatisfactory reading (right) at 50 degrees.
 © pdfmanualpublisher.com 2005
Example o f excessive overheating.
plug is o n e with t h e c o r r e c t h e a t r a n g e and
also t h a t t h e air- fuel mixture is c o r r e c t .
Overheating: A dead w h i t e or g r a y insu-
l a t o r , which is generally blistered, is a n
indication of overheating and pre-ignition.
The e l e c t r o d e g a p wear r a t e will b e m o r e
t h a n normal and in t h e case of pre- ignition,
will actually c a u s e t h e e l e c t r o d e s t o m e l t as
shown in this illustration. Overheating and
pre- ignition a r e usually caused by overad-
vanced timing, detonation f r o m using too-
low an o c t a n e rating fuel, a n excessively
lean air- fuel mixture, or problems in t h e
cooling system.
Fouled: A foulded spark plug m a y b e
caused by t h e w e t oily deposits on t h e
insulator shorting t h e high-tension c u r r e n t
t o ground inside t h e shell. T h e condition
m a y also b e caused by ignition problems
which prevent a high- tension pulse t o b e
delivered t o t h e spark plug.
Light oil fouling.
TROUBLESHOOTING 5- 1 1
Heavy oil consumption.
Carbon Deposits: Heavy carbon- like de-
posits a r e a n indication of excessive oil
consumption. This condition m a y b e t h e
r e s u l t of worn piston rings, worn valve
guides, or f r o m a valve s e a l t h a t is e i t h e r
worn or w a s incorrectly installed.
Deposits f o r m e d only on t h e shell is a n
indication t h e low- speed air- fuel m i x t u r e i s
t o o rich. A t high s p e e d s with t h e c o r r e c t
mixture, t h e t e m p e r a t u r e in t h e combustion
c h a m b e r is high enough t o burn off t h e
deposits on t h e insulator.
Too Cool: A d a r k insulator, with v e r y
f e w deposits, indicates t h e plug is running
t o o cool. This condition can b e caused by
low compression o r by using a spark plug of
a n i n c o r r e c t h e a t range. If this condition
shows on only o n e plug i t is m o s t usually
caused by low compression in t h a t cylinder.
If all of t h e plugs have t h i s a p p e a r a n c e , t h e n
i t is probably due t o t h e plugs having a too-
low
Plug with too cold a rating.
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Rich Mixture: A black, sooty condition

on both t h e spark plug shell and t h e porce-
lain is caused by a n excessively rich air-fuel
mixture, both at low and high speeds. The
rich mixture lowers t h e combustion temper-
a t u r e so t h e spark plug does not run hot
enough t o burn off t h e deposits.
Electrode Wear: Electrode wear results
in a wide g a p and if t h e electrode becomes
carbonized i t will form a high-resistance
path for t h e spark t o jump across. Such a
condition will cause t h e engine t o misfire
during acceleration. If all of t h e plugs a r e
in this condition, i t can cause a n increase in
fuel consumption and very poor performance
at high-speed operation. The solution is t o
replace the spark plugs with a rating in t h e
proper heat range and gapped t o specifica-
tion.
Red rust-colored deposits on t h e e n t i r e
firing end of a spark plug c a n be caused by
w a t e r in t h e cylinder combustion chamber.
This c a n be t h e f i r s t evidence of w a t e r
entering t h e cylinders through t h e exhaust
manifold because of a n accumulation of
scale o r defective exhaust shutter. This
condition MUST be corrected at t h e f i r s t
opportunity. R e f e r t o Chapter 9, Cooling
System Service.
POLARITY CHECK
Coil polarity is extremely important f o r
proper b a t t e r y ignition system operation. If
a coil is connected with reverse polarity,
t h e spark plugs may demand from 30 t o 40
percent more voltage t o fire. Under such
demand conditions, in a very short t i m e t h e
coil would b e unable t o supply enough vol-
t a g e t o f i r e t h e plugs. Any one of t h e
following t h r e e methods may be used t o
quickly determine coil polarity.
1- The polarity of the coil can b e
checked using an ordinary D.C. voltmeter.
Connect t h e positive lead t o a good ground.
With t h e engine running, momentarily touch
t h e negative lead t o a spark plug terminal.
The needle should swing upscale. If t h e
needle swings downscale, t h e polarity is
reversed.
2- If a voltmeter is not available, a
pencil may be used in t h e following manner:
Disconnect a spark plug wire and hold t h e
m e t a l connector at t h e end of t h e c a b l e
about 114" from t h e spark plug terminal.
Now, insert an ordinary pencil tip between
t h e terminal and t h e connector. Crank t h e
engine with t h e ignition switch ON. If t h e
spark f e a t h e r s on t h e plug side and has a
slight orange tinge, t h e polarity is correct.
If t h e spark f e a t h e r s on t h e cable connector
side, t h e polarity is reversed.
3- The firing end of a used spark plug
can give a clue t o coil polarity. If t h e
ground electrode is "dishedl1, i t may mean
polarity is reversed.
5-4 DISTRIBUTOR SERVICE
The four- and six-cylinder in-line engines
all have a Delco-Remy distributor. The V 8
engines may have one of several makes: A
Delco-Remy, Mallory, or an Autolite/Pres-
tolite.
 © pdfmanualpublisher.com 2005
rounded wire type feeler gauge should ALWAYS
be used to check the spark plug gap. Bend the side
electrode slightly to make an adjustment.
Shell shrinks h e r e
under pressure a n d
C e n t e r W i r e Seal
Cross section view of a spark plug.
DISTRIBUTOR SERVICE 5- 13
A cracked insulator is always caused by tilting the
socket during removal
- or installation.
S e r v i c e procedures f o r t h e s e distributors
Will be given in t h e a b o v e listed order,
T h e distributor should b e removed f o r
a n y s e r v i c e including t h e installation a n d
a d j u s t m e n t of t h e breaker points. New
breaker points c a n b e installed w i t h t h e
distributor in place but t h e position of t h e
distributor usually m a k e s i t a w k w a r d t o d o a
p e r f e c t job of aligning t h e points and mak-
ing t h e point g a p setting.
v
Cam angle of points closed.
 5- 14 IGNITION © pdfmanualpublisher.com 2005
DISTRIBUTOR REMOVAL
Remove t h e distributor c a p by turning
t h e c a p retainer screws 90 degrees and then
lifting off t h e cap. Some distributor c a p s
have one retainer screw and others have t w o
screws.
Turn t h e crankshaft until t h e rotor
points t o t h e f r o n t of t h e engine. Scribe a
mark on t h e edge of t h e distributor housing
and a matching o n e on t h e block as a n aid
during installation.
Loosen t h e retaining screw and discon-
n e c t t h e condenser and primary leads from
t h e terminal. Remove t h e hold-down c l a m p
bolt, and then remove t h e distributor f r o m
t h e block.
5-5 SERVICING A DELCO-REMY
DISTRIBUTOR
DISASSEMBLING
FROM A &OR &CYLINDER ENGINE
Remove t h e rotor. Remove t h e breaker
point s e t and t h e condenser by f i r s t discon-
necting t h e primary and condenser leads
f r o m t h e c o n t a c t point quick-disconnect
terminal. Remove t h e a t t a c h i n g screws,
and then remove t h e breaker plate. F u r t h e r
disassembly of t h e breaker p l a t e is not nec-
essary.
Remove t h e pin securing t h e main s h a f t
drive gear, and t h e n slide t h e gear off t h e
shaft. Pull t h e mainshaft and c a m o u t of
t h e distributor housing. Disassemble t h e
main s h a f t p a r t s by removing t h e weight
cover and stop- plate screws, and then re-
moving t h e cover, weight springs, weights
a n d c a m assembly. Remove t h e main s h a f t
bushing f e l t washer from t h e housing.
Scribe a mark on the distributor housing aligned
with the rotor contact before removing the distributor,
as an assist during installation.
NO ADVANCE FULL ADVANCE
Increased engine speed causes the centrifugal
weights t o be thrown outward t o advance the ignition
timing.
The main s h a f t bushings in t h e housing
a r e not serviced individually. The housing
and bushings MUST be serviced t o g e t h e r a s
a n assembly.
CLEANING AND INSPECTING
NEVER wash t h e distributor cap, rotor,
condenser, or breaker p l a t e assembly of a
distributor in any type of cleaning solvent.
Such compounds may damage t h e insulation
of these p a r t s or, in t h e c a s e of t h e breaker
p l a t e assembly, s a t u r a t e t h e lubricating
felt.
Check t h e s h a f t for wear and f i t in t h e
distributor body bushings. If e i t h e r t h e
s h a f t or t h e bushings a r e worn, replace t h e
s h a f t and distributor body a s an assembly.
Use a s e t of V-blocks and check t h e s h a f t
alignment with a dial gauge. If t h e run-out
i s more than 0.002", t h e s h a f t and body
MUST be replaced.
Inspect t h e breaker plate assembly f o r
d a m a g e a n d replace i t if is t h e r e a r e signs
of excessive wear.
Check t o be sure t h e governor weights
f i t f r e e on their pins and do not have any
burrs or signs of excessive wear. Check t h e
c a m f i t on t h e end of t h e shaft. The c a m
should not f i t loose but i t should still be f r e e
without binding.
ALWAYS replace t h e points with a new
set during a distriburor overhaul.
The condenser seldom gives trouble, but
good shop p r a c t i c e a few y e a r s a g o called
f o r a new condenser with a new s e t of
points. Some point s e t s still include a
condenser in t h e package. If you have paid
for a new condenser, you might as well
install i t and be f r e e of concern over t h a t
part. Inspect t h e distributor c a p f o r c r a c k s
o r damage. Check t h e spark plug wires.
 © pdfmanualpublisher.com 2005

Breaker point parts of a G.M. in-line engine Centrifugal weights and the weight cover installed
distributor. in the distributor housing.

1. Cap and Button Assy.

2. Lead - Coil
3. Rotor
4. Contact Points Set
5. Condenser
6. B r e a k e r Plate
7. Housing
8 . Gear
9 . Pin
10. Spring, Weight
11. Lockwasher
12. Weight Hold Down
13. Cam Assembly
14. Weight
15. Mam Shaft
16. Screw (#8-32)
Screw (#lo-32)
17. Screw
18. Felt Lubricator
19. Grommet
20. Lead, P r i m a r y
21. Retainer
22. Lead - Spark Plug
23. Grommets

Breaker point parts o f an in-line engine distributor.

5- 16 IGNITION © pdfmanualpublisher.com 2005
PROPER LATERAL ALIGNMENT
LATERAL MISALIGNMENT
New contact points must be aligned by bending the fix-
ed contact support. CAUTION: Never bend the breaker
lever.
Before setting the breaker point gap, the points
must be properly aligned (right). ALWAYS bend the
stationary point, NEVER the breaker lever. Attempting
to adjust an old worn set of points is not practical,
because oxidation and pitting of the points will always
give a false reading.
ASSEMBLING THE DELCO-REMY
FROM A &OR &CYLINDER ENGINE
Begin, by placing t h e weights on their
pivot pins and then install t h e weight
springs. Next, install t h e weight cover and
t h e stop plate.
Lubricate t h e main shaft with crankcase
oil, and then install t h e shaft in t h e distribu-
tor housing. Slide t h e gear onto t h e s h a f t
with t h e mark on t h e gear hub aligned with
t h e rotor segment, and then secure i t with
t h e pin. Check t o be sure t h e shaft turns
freely.
Install t h e breaker plate assembly and
secure i t with t h e attaching screws. Install
t h e condenser. Install t h e c o n t a c t point set
with t h e pilot indexed in t h e matching hole
in t h e breaker plate. Secure t h e set in place
with t h e attaching screws. Connect t h e
primary and condenser leads t o t h e quick-
disconnect terminal.
Using a feeler gauge to measure the breaker point
gap. Keep the feeler gauge blade clean. The slightest
amount of oil film transferred from the blade to the
points will cause oxidation and hard starting.
GAPPING CONTACT POINTS
After t h e points have been properly in-
stalled, t h e gap must b e accurately set, or
t h e dwell adjusted, and then t h e ignition
timing set. These t w o adjustments a r e
covered in detail in t h e last p a r t of this
chapter.
DISASSEMBLING THE DELCO-REMY
GMC V6 1964-72 OR
GMC V8 ENGINE
Pull off t h e rotor. Remove both weight
springs and both advance weights. Remove
t h e head of t h e gear pin with a file, and
then drive t h e pin out of t h e distributor
shaft. Remove t h e gear from t h e shaft.
BEFORE removing t h e s h a f t from t h e hous-
ing, REMOVE ANY BURRS from around
t h e pin hole in t h e s h a f t with a f l a t file.
Failure t o remove these burrs will damage
t h e shoulder bushing when t h e shaft is re-
moved. After t h e burrs a r e removed, pull
t h e shaf t-and-cam weight base assembly o u t
of t h e housing. Remove t h e breaker cam-
and-weight base assembly f r s m t h e housing.
Remove t h e f e l t washer from around t h e
bushing in t h e housing. Remove t h e gasket
from the s h a f t housing.
PLACE SCREWDRIVER
IN SLOT LATCH HEAD
Two latch screws hold the distributor cap on GMC
V 8 engines in place. To release the cap, simply press
down on each screw with a screwdriver and rotate the
screw one-half turn.
 © pdfmanualpublisher.com 2005
DELCO-REMY 5- 17

A crack in the distributor cap will cause misfiring

and hard starting.
Defective contact points will cause misfire at high
speed and hard starting.

ALL-WEATHER
CLEANING- AND INSPECTING

NEVER wash t h e d i s t r i b u t o r c a p , r o t o r ,
c o n d e n s e r , o r b r e a k e r p l a t e a s s e m b l y of a
WIN d i s t r i b u t o r in a n y t y p e of c l e a n i n g solvent.
Such compounds m a y d a m a g e t h e insulation
of t h e s e p a r t s or, in t h e case of t h e b r e a k e r
plate assembly, s a t u r a t e t h e lubricating
felt.
C h e c k t h e s h a f t f o r w e a r and f i t in t h e
distributor body bushings. If e i t h e r t h e
s h a f t o r t h e bushings a r e worn, r e p l a c e t h e
s h a f t a n d d i s t r i b u t o r body as a n assembly.
CENTRIFUGAL U s e a set of V-blocks a n d c h e c k t h e s h a f t
MECHANISM a l i g n m e n t w i t h a dial gauge. If t h e run- out
i s m o r e t h a n 0.002", t h e s h a f t a n d body
MUST b e r e p l a c e d .

CONTACT
AREA
CENTERED

CONTACT
SET ASSEMBLY CORRECT u
E&Y%f$))
CENTERED

MODEL NUMBER
BAND - \ PRIMARY LEAD
I I SAL

CONTACT
AREA NOT
CENTERED

The rotor is secured in place with two screws. Two
attaching screws are then removed t o release the
contact point assembly.
SAL l GNMENT u
Before setting the breaker point gap, the points
must be properly aligned (top). ALWAYS bend the
stationary point, N E V E R the breaker lever. Attempting
t o adjust an old worn set o f points is not practical,
because oxidation and pitting of the points will always
give a false reading.
5- 18 IGNITION © pdfmanualpublisher.com 2005

STATIONARY P O I N T S

Method of bending the stationary point to align the

/+ .016
FEELERGAGE
An exaggerated drawing to illustrate a set of burned
points. Notice how the feeler gauge will only register
the gap between the high section of the points.
Naturally this gives a completely false reading.
Therefore, a set of burned points should ALWAYS be
replaced instead of making an attempt to clean and
ad just.
contact points properly.
Inspect- the breaker plate assembly for
d a m a g e a n d r e p l a c e i t if i s t h e r e a r e signs
of e x c e s s i v e wear.
C h e c k t o b e s u r e t h e governor w e i g h t s
f i t f r e e on t h e i r pins a n d d o n o t h a v e a n y
burrs o r signs of e x c e s s i v e wear. C h e c k t h e
c a m f i t o n t h e e n d of t h e s h a f t . T h e c a m
should n o t f i t loose b u t i t should still b e f r e e
w i t h o u t binding.

INSPECTON OF DISTRIBUTOR CLEANING & INSICCTON Of CLEANING & INSPECTION OF

CAP TOWERS OUTSIDE Of DISTRIBUTOR CAP INSIDE OF DISTRIBUTOR CAP

REPLACING DISTRIBUTOU
ROTOR TI? INSUFFICIENT CAP
COUROM ROTOR CONTACT
WRING
TENSION

Cleaning and inspecting the distributor cap.

 © pdfmanualpublisher.com 2005 DELCO-REMY 5- 19

CONDENSER
LEAD

PRIMARY LEAD

GROUNDLEAD

If the primary leads are not properly insulated, a Arrangement of the condenser and primary leads.
high-tension spark can jump from the rotor to the The leads MUST be properly insulated or the ignition
primary wires, as indicated. system will be shorted out and the engine fail to start.

GAPPING CONTACT POINTS

ALWAYS r e p l a c e t h e points w i t h a new A f t e r t h e p o i n t s h a v e b e e n properly in-

set during a distributor overhaul. s t a l l e d , t h e g a p m u s t b e a c c u r a t e l y set, o r
T h e condenser seldom g i v e s trouble, b u t t h e d w e l l a d j u s t e d , a n d t h e n t h e ignition
good shop p r a c t i c e a f e w y e a r s a g o c a l l e d t i m i n g set. These two adjustments a r e
f o r a new condenser w i t h a new set of c o v e r e d in d e t a i l in t h e l a s t p a r t of t h i s
points. S o m e point sets s t i l l include a chapter.
condenser in t h e package. If you h a v e paid
f o r a n e w condenser, you m i g h t as w e l l
install i t and be f r e e of c o n c e r n o v e r t h a t
part.
Inspect t h e distributor c a p f o r c r a c k s o r
d a m a g e . C h e c k t h e s p a r k plug wires.
ASSEMBLING THE DELCO-REMY
GMC V6 1964-72 OR
GMC V8 ENGINE
Install t h e g a s k e t i n t o t h e s h a f t housing.
P l a c e t h e f e l t w a s h e r a r o u n d t h e bushing in
t h e housing.
Install t h e b r e a k e r p l a t e in t h e housing,
a n d t h e n t h e spring r e t a i n e r o n t o t h e u p p e r
bushing. P l a c e t h e condenser i n position and
s e c u r e i t w i t h t h e a t t a c h i n g screw. Install
t h e b r e a k e r point set and s e c u r e i t w i t h t h e
a t t a c h i n g screws.
P l a c e t h e cam- and- weight b a s e a s s e m b l y
o n t o t h e s h a f t . If t h e lubrication in t h e
grooves at t h e t o p of t h e s h a f t w a s c l e a n e d
o u t , use Plastilube No. 2 o r t h e equivalent.
Install t h e shaf t- and- cam w e i g h t assembly
in t h e d i s t r i b u t o r housing. Install t h e g e a r
o n t o t h e s h a f t and s e c u r e i t in p l a c e w i t h
t h e pin. Install t h e a d v a n c e w e i g h t s a n d CHECK to be sure the primary lead is pro~erly
connected and safely tucked back to prevent being
springs. pinched when the cap is installed. If the lead is
Install a new c a m l u b r i c a t o r , a n d t h e n pinched, the ignition system will be shorted out and the
t h e rotor. engine fail to start.
5-20 IGNITION © pdfmanualpublisher.com 2005

5-6 SERVICING A MALLORY CONDENSER

DISTRIBUTOR!
REMOVAL AND DISASSEMBLY
FROM A V8
OR V6 ENGINE
Remove t h e distributor c a p and t h e c a p
gasket. Pull t h e rotor off of t h e distributor
shaft.
Remove t h e condenser and bracket by
first disconnecting t h e condenser lead f r o m
t h e primary terminal, a n d then removing t h e
retaining screw. Disconnect t h e breaker
assembly lead from t h e primary terminal, SCREW - / P OS T
and t h e n remove t h e retaining screw and t h e ECCENTRIC
breaker assembly. Scribe mark on t h e Arrangement of principle parts of a Ford V 8 engine
housing t o indicate t h e position of t h e distributor.
breaker p l a t e as an aid t o installation. Re-
Drive t h e retaining pin from t h e drive
move t h e plate retaining screws, and t h e n
g e a r , a n d then remove t h e gear from t h e
t h e plate. Remove t h e oiler wick. The oiler
shaft. Drive t h e roll pin o u t of t h e distribu-
wick is a press f i t in t h e housing and need
t o r s h a f t collar. Remove t h e collar, washer,
not be removed.
distributor housing, and washer. Remove
DO NOT disassemble t h e distributor
further because t h e oil s e a l may be damag- t h e vent screen from t h e housing.
ed.
1 Dlstrlbutor Cap 13 - Washer 25 - O~lerW~ck
2 - Gasket, cap 14- Nut 26 - O~lerStem
3
4
5
-
-
-
Rotor
Condenser
Bracket, condenser
15-
16 -
j7 -
Prlrnary Lead
Screw
Screw
27 -
28
29 -
- "0"Rlng
Washer
Collar
6 - Washer 30 - Roll Pm
31 - D r ~ v eGear
32 - Pm
9 - Pr~rnaryTerm~nalScrew 21
22
-
-
Nut
Washer
33 -
34 -
Dlstr~butorHousing
Washer
10 - Insulator
11 - Washer 23 - Screw 35 - Shaft Assembly
24 - Vent. screen 36 - Breaker Plate

Exploded view showing all parts of a Mallory distributor.

 © pdfmanualpublisher.com 2005
CLEANING AND INSPECTING
NEVER wash t h e d i s t r i b u t o r c a p , r o t o r ,
condenser, o r b r e a k e r p l a t e a s s e m b l y of a
distributor in a n y t y p e of c l e a n i n g solvent.
Such compounds m a y d a m a g e t h e insulation
of t h e s e p a r t s o r , in t h e case of t h e b r e a k e r
p l a t e assembly, s a t u r a t e t h e l u b r i c a t i n g
felt.
C h e c k t h e s h a f t f o r w e a r and f i t in t h e
d i s t r i b u t o r body bushings. If e i t h e r t h e
s h a f t o r t h e bushings a r e worn, r e p l a c e t h e
s h a f t a n d distributor body as a n assembly.
U s e a set of V-blocks and c h e c k t h e s h a f t
a l i g n m e n t w i t h a dial gauge. If t h e run- out
i s m o r e t h a n 0.002", t h e s h a f t and body
MUST b e replaced.
Inspect t h e breaker plate assembly for
d a m a g e a n d r e p l a c e i t if i s t h e r e a r e signs
of e x c e s s i v e wear.
C h e c k t o b e s u r e t h e governor w e i g h t s
f i t f r e e on t h e i r pins a n d d o n o t h a v e a n y
burrs o r signs of e x c e s s i v e wear. C h e c k t h e
c a m f i t on t h e e n d of t h e s h a f t . T h e c a m
should n o t f i t loose b u t i t should s t i l l b e f r e e
w i t h o u t binding.
ALWAYS r e p l a c e t h e points w i t h a n e w
set during a distributor overhaul.
T h e condenser seldom g i v e s trouble, b u t
good shop p r a c t i c e a f e w y e a r s a g o c a l l e d
f o r a new condenser w i t h a n e w set of
points. S o m e point sets s t i l l include a
c o n d e n s e r in t h e package. If you h a v e paid
f o r a n e w condenser, you m i g h t as w e l l
DISTRIBUTOR CAP
Locating tab on the distributor cap and matching
cutout in the rim of the distributor housing. The tab
MUST index in the cutout or the tip of the rotor will
strike one segment of the cap and crack it.
MALLORY 5-21
install i t and b e f r e e of c o n c e r n over t h a t
part.
Inspect the distributor c a p for cracks or
damage. C h e c k t h e s p a r k plug wires.
ASSEMBLING THE MALLORY
FROM A V8
OR V6 ENGINE
Install t h e v e n t s c r e e n i n t h e distributor
housing v e n t hole. Secure t h e screen in
p l a c e by c r i m p i n g t h e inside flange.
Slide a w a s h e r o n t o t h e d i s t r i b u t o r s h a f t ,
a n d t h e n install t h e s h a f t through t h e hous-
ing. Install t h e washer and collar on t h e
s h a f t and s e c u r e t h e c o l l a r i n p l a c e w i t h a
NEW pin. C h e c k t h e s h a f t f o r e n d play
which should b e b e t w e e n 0.008" a n d 0.010".
Install t h e drive g e a r on t h e d i s t r i b u t o r
s h a f t w i t h - -the shoulder going on f i r s t a n d
s e c u r e t h e g e a r in p l a c e with a NEW pin
through t h e shoulder a n d s h a f t . P e e n b o t h
e n d s of t h e pin t o p r e v e n t i t f r o m c o m i n g
out.
Insert t h e oiler wick i n t o t h e o i l e r s t e m .
Install t h e b r e a k e r p l a t e s c r e w s , t h e p l a t e ,
washers, a n d nuts. 1 40 NOT t i g h t e n t h e
n u t s at t h i s t i m e .
Install t h e b r e a k e r p l a t e w i t h t h e m a r k s
made during disassembly aliqned, a n d t h e n
t i p h t e n t h e screws. Install t h e b r e a k e r
assembly and c o n n e c t t h e b r e a k e r a s s e m b l y
lead t o t h e distributor prima-y terminal.
Install and s e c u r e t h e c ~ n d e n s e rw i t h t h e
b r a c k e t and a t t a c h i n g s c r e w . C o n n e c t t h e
condenser l e a d t o t h e d i s t r i b u t o r n r i m a r y
terminal.
Slide t h e r o t o r o n t o t h e d i s t r i b u t o r s h a f t .
Install a NEW g a s k e t on t h e d i s t r i b u t o r c a p
w i t h t h e n c t c h ' i n t h e cap aligned w i t h t h e
l o c a t i y p i r on t h e housine. Install t h e
distributor c a p w i t h t h e %?b Car t h e inside
rim of t h e c a p aligned with t h e n o t c h Er t h e
housing. If t h e c a p i s not properly position-
e d , as described, t h e r o t o r will s t r i k e o n e of
t h e segKer,ts i n t h e caD a n d c r a c k i t . Se-
c u r e t h e c a p i n p l a c e bv t i g h t e n i r q t h e t w e
screws. -
GAPPING CONTACT POINTS
A f t e r t h e points h a v e been properly in-
s t a l l e d , t h e g a p m u s t be a c c u r a t e l y set, o r
t h e d w e l l a d j u s t e d , a n d t h e n t h e ignition
t i m i n g set. These two adjustments a r e
c o v e r e d in d e t a i l in t h e l a s t p a r t of t h i s
chapter.
5-22 IGNITION
© pdfmanualpublisher.com 2005

5-7 SERVICING AN
CONTACT AUTOLITE/PRESTOLITE DISTRIBUTOR
CENTERED
DISASSEMBLING FROM
CORRECT u A FORD V8 ENGINE

m4TAgT@
CENTERED
Remove t h e distributor cap, a n d t h e n
remove t h e rotor.
Disconnect t h e primary wire and t h e
condenser lead f r o m t h e breaker point as-
sembly terminal. Remove t h e breaker point
CONTACT assembly by removing t h e t w o a t t a c h i n g
screws. Remove the- condenser a t t a c h i n g
CENTERED
screw and t h e condenser.
Pull t h e primary lead through t h e open-
Before setting the breaker point gap, the points ing in t h e housing. Remove t h e -t w o breaker
must be properly aligned (top). ALWAYS bend the plate a t t a c h i n g screws, a n d t h e n remove t h e
stationary point, N E V E R the breaker lever. Attempting breaker plate.
t o adjust an old worn set of points is not practical, Identify one of t h e distributor weight
because oxidation and pitting of the points will always
give a false reading. springs a n d i t s bracket with a mark. Mark
one of t h e weights and its pivot pin. CARE-
FULLY unhook and remove t h e weight
springs. Pull t h e lubricating wick out of t h e
GNMENT TOOL c a m assembly. Remove t h e c a m assembly
by f i r s t removing t h e retainer, and then
lifting t h e assembly off t h e distributor
shaft.

STATIONARY POINTS
Before setting the breaker point gap, the points
must be properly aligned (top). ALWAYS bend the
stationary point, NEVER the breaker lever. Attempting
t o adjust an old worn set of points is not practical,
because oxidation and pitting of the points will always Cut-a-way view of an Autolite distributor showing
give a false reading. the automatic advance mechanism.
WIDE GAP SMALL GAP

NORMAL DWELL-NORMAL GAP INSUFFICIENT DWELL EXCESSIVE DWELL

Three different point gap/dwell angle conditions. A normal gap (and dwell angle) is shown in the l e f t view. The
center view illustrates an excessive gap with too small a dwell angle. The right illustration depicts too small a gap with
the resulting dwell angle too great. I f the gap is too small, the ignition timing is retarded, causing loss of power.
 © pdfmanualpublisher.com 2005

Remove t h e thrust washer installed only CLEANING AND INSPECTING

on counterclockwise rotating engines.
Remove t h e weight retainers, and then
remove t h e weights.
Remove t h e distributor c a p clamps.
Scribe a mark on t h e gear and a matching
mark on t h e distributor s h a f t as a n aid in
locating t h e pin holes during assembly.
Place t h e distributor s h a f t in a V-block, and
then use a drift punch t o remove t h e roll
pin. Remove t h e gear from t h e shaft.
Remove t h e shaft collar roll pin.
NEVER wash t h e distributor cap, rotor,
condenser, o r breaker plate assembly of a
distributor in any type of cleaning solvent.
Such compounds may damage t h e insulation
of these p a r t s or, in t h e case of t h e breaker
plate assembl y , s a t u r a t e t h e lubricating
felt.
Check t h e shaft for wear and f i t in t h e
distributor body bushings. If either t h e
s h a f t or t h e bushings a r e worn, replace t h e
shaft and distributor body as a n assembly.

-
1 Cap, distributor 11 Spring Clomp
2 Rotor 12 Weight Retainer Pin
3 Primary Wire 13 Weight Clamp
4 Screw 14 Lubricating Wick Pin
5 Condenser 15 Retainer Housing
6 Screws 16 Cam Assembly OiJ Seal
7 Breaker Point Assembl y 17 Thrust Washer Thrust Washer (not.used on standard rotatior
8 Screws 18 Bumper Collar
9 Breaker P l a t e 19 Shaft Pin
10 Spring 20 Upper Bushing Gear

Exploded drawing of an Autolite/Prestolite distriburor.

5-24 IGNITION
© pdfmanualpublisher.com 2005
Setup t o drive out the roll pin holding the distributor
gear in place.
U s e a set of V-blocks a n d c h e c k t h e s h a f t
a l i g n m e n t w i t h a dial gauge. If t h e run- out
i s m o r e t h a n 0.002", t h e s h a f t a n d body
MUST be replaced.
Inspect t h e breaker plate assembly for
d a m a g e a n d r e p l a c e i t if t h e r e a r e signs of
e x c e s s i v e wear.
C h e c k t o be s u r e t h e a d v a n c e w e i g h t s f i t
f r e e o n t h e i r pins a n d d o n o t h a v e a n y b u r r s
o r signs of e x c e s s i v e wear. C h e c k t h e c a m
f i t on t h e e n d of t h e s h a f t . T h e c a m should
n o t f i t loose b u t i t should still b e f r e e
w i t h o u t binding.
ALWAYS r e p l a c e t h e points w i t h a new
set during a d i s t r i b u t o r overhaul.
Setup t o install a new upper bushing.
Oxidized contact points which should be replaced
for satisfactory performance.
T h e condenser seldom g i v e s trouble, b u t
good s h o p - p r a c t i c e a f e w y e a r s a g o c a l l e d
f o r a new condenser w i t h a new set of
points. S o m e point sets s t i l l i n c l u d e a
c o n d e n s e r in t h e package. If you h a v e paid
f o r a n e w c o n d e n s e r , you m i g h t as w e l l
install i t a n d b e f r e e of c o n c e r n o v e r t h a t
part.
Inspect t h e d i s t r i b u t o r c a p f o r c r a c k s o r
d a m a g e . C h e c k t h e s p a r k plug wires.
ASSEMBLING THE
AUTOLITE/PRESTOLITE
Lubricate t h e distributor s h a f t with
c r a n k c a s e oil, a n d t h e n slide i t i n t o t h e
Dl STR I BUTOR SHAFT
T O REMOVE
END PLAY
Using a feeler gauge t o check for end play as
described in the text.
 © pdfmanualpublisher.com 2005
distributor body. Slide t h e collar o n t o t h e
shaft; align t h e holes in t h e collar with t h e
hole in t h e shaft; and then install a NEW pin.
Install t h e distributor c a p clamps. Left-
hand rotating engine distributor assemblies
have a n additional t h r u s t washer between
t h e collar and t h e base. Use a f e e l e r gauge
between t h e collar and t h e distributor base
t o check t h e s h a f t end play. The end play
should be between 0.024" a n d 0.035"
Install t h e gear onto t h e s h a f t with t h e
marks on t h e g e a r and t h e s h a f t you m a d e
during disassembly aligned. The holes
through t h e g e a r and t h e s h a f t should be
aligned a f t e r t h e gear is installed. Install
t h e g e a r roll pin.
Fill t h e grooves in t h e weight pivot pins
with distributor c a m lubricant. Position t h e
weights in t h e distributor with t h e weight
you identified with a mark during disassem-
bly matched with t h e marked pivot pin.
Secure t h e weights in place with t h e retain-
ers. Slide t h e thrust washer o n t o t h e shaft.
Fill t h e upper distributor s h a f t grooves with
distributor c a m lubricant.
Install t h e c a m assembly with t h e mark-
e d spring bracket near t h e marked spring
bracket on t h e s t o p plate. If a new c a m
assembly is being installed, TAKE CARE t o
be sure t h e c a m is installed with t h e hypa-
Ion-covered stop in t h e c o r r e c t c a m p l a t e
control slot. The proper slot c a n be deter-
mined by measuring t h e length of t h e slot
used on t h e old c a m , and t h e n using t h e
-
corresponding s l o t on t h e new cam. Some
new c a m s will have t h e s i z e of t h e s l o t
CORRECT
ALIGNMENT
@
,.,
CENTERED
CONTACT
A
CR
EE
NA NOT@)
TERED
WMIMLIONMENT
OF POINT FACES
w
Before setting the breaker point gap, the points
must be properly aligned (top). ALWAYS bend the
stationary point, NEVER the breaker lever. Attempting
to adjust an old worn set of points is not practical,
because oxidation and pitting of the points will always
-give a false readina.
u contact points properly.
s t a m p e d in degrees near t h e slot. If t h e
WRONG slot is used, t h e maximum a d v a n c e
will n o t b e correct.
C o a t t h e distributor c a m lobes with a
light film of distributor c a m lubricant. In-
s t a l l t h e r e t a i n e r and wick. Use a f e w drops
of SAE 10W engine oil on t h e wick. Install
t h e weight springs with t h e spring and brac-
k e t you marked during disassembly matched.
Place t h e breaker p l a t e in position, and
then s e c u r e with t h e a t t a c h e d screws.
Push t h e primary wire through t h e open-
ing in t h e distributor. Place t h e breaker
point assembly and t h e condenser in position
a n d s e c u r e them in place with t h e a t t a c h i n g
screws. C o n n e c t t h e primary wire and t h e
condenser lead t o t h e breaker point primary
terminal.
Adjust t h e point g a p and dwell a s outlin-
e d in t h e following procedures, then install
t h e rotor and t h e distributor cap.
5-8 ADJUST~NG THE POINT GAP
ALL DISTRIBUTORS
A feeler gauge or a dwell m e t e r may be
used t o adjust t h e c o n t a c t points. However,
due t o t h e rough s u r f a c e of used points, a
feeler gauge will never provide an a c c u r a t e
setting. The f e e l e r gauge can give satisfac-
tory results if a new set of c o n t a c t points i s
being adjusted or if a dwell meter is not
available. The f e e l e r gauge is used when
t h e points a r e adjusted with t h e distributor
o u t of t h e engine and t h e dwell m e t e r when
t h e distributor is installed and t h e engine i s
running.
GNMENT TOOL
STATIONARY POINTS
Method of bending the stationary point to align the
5-26 IGNITION
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USING A EEELER GAUGE
If t h e distributor is not installed, r o t a t e
t h e s h a f t until t h e fiber rubbing block is on
t h e high point of t h e cam. If t h e distributor
is installed, crank t h e engine until t h e rubb-
ing block is on t h e high point of t h e cam.
Adjust t h e gap t o t h e specification given in
t h e Appendix by turning t h e e c c e n t r i c ad-
juster on t h e stationary c o n t a c t point or
moving t h e point with a screwdriver in t h e
base slot. R o t a t e t h e distributor s h a f t until
t h e points a r e closed. Check t o see if t h e
points a r e properly aligned, as shown in t h e
accompanying illustration. If necessary,
use a pair of needle-nose pliers, or a c o n t a c t
point alignment tool, t o bend t h e STATION-
ARY point bracket until t h e points a r e
aligned, a s shown.
ALWAYS use a clean feeler gauge t o
make t h e final adjustment o r you may leave
a thin coating of oil on t h e points. Any oil
on t h e points will oxidize in a short t i m e and
cause problems. TAKE CARE when mak-
ing t h e gap measurement with t h e feeler
gauge not t o twist or s o c k t h e gauge. If t h e
guage is not inserted square with t h e points,
you will not g e t an a c c u r a t e measurement.
Adjust t h e point gap about 0.003" wider
than t h e specification t o allow for initial
rubbing block wear. Keep t h e c o n t a c t point
retaining screw snug while making t h e ad-
justment t o keep t h e gap f r o m changing
when t h e screw is finally tightened.
After t h e proper gap has been obtained,
tighten t h e retaining ,screw, and then re-
check t h e g a p t o be sure t h e setting has not
changed.
Using a feeler gauge t o measure the breaker point
gap. Keep the feeler gauge blade clean. The slightest
amount of oil film transferred from the blade t o the
points will cause oxidation and hard starting.
C o a t t h e distributor c a m with a light
film of heavy grease, and then turn t h e
distributor shaft in t h e normal direction sf
rotation t o wipe t h e lubricant off against
t h e back of t h e rubbing block. The lubricant
will remain t h e r e as a reservoir while t h e
rubbing block wears. Wipe any excess lubri-
c a n t from t h e cam.
5-9 DISTRIBUTOR INSTALLATION
During removal you scribed a mark on
t h e distributor housing and a matching one
on t h e block as an aid t o installation. Now,
slide t h e distributor shaft into t h e block
with t h e rotor pointing toward t h e f r o n t of
t h e engine and with t h e marks you scribed
during removal aligned as close as possible.
If t h e crankshaft was turned for any
reason while t h e distributor was removed,
t h e t i m i n g was lost and i t will b e necessary
t o r e t i m e t h e engine.
To t i m e t h e engine, first remove t h e
rocker arm cover. Next, r o t a t e t h e crank-
s h a f t in t h e normal direction with a wrench
on t h e harmonic balancer bolt until both
valves for No. 1 cylinder a r e closed and t h e
timing mark on t h e balancer is aligned with
t h e '*Oflon the timing indicator. NEVER
r o t a t e t h e crankshaft in t h e opposite direc-
tion from t h e normal or t h e water pump in
t h e stern drive will be damaged. Now, with
both valves d o s e d , and the timing mark
aligned with t h e timing indicator, t h e No. 1
cylinder is i n firing position.
Align t h e rotor with t h e No. 1 cylinder
wire terminal in t h e distributor cap, and
then install t h e distributor in t h e block. If
t h e distributor will not s e a t fully in t h e
If the primary leads are not properly insulated, a
high-tension spark can jump from t h e rotor t o t h e
primary wires, as indicated.
 © pdfmanualpublisher.com 2005

o t h e r l e a d t o a good ground. Start the

e n g i n e a n d a d j u s t t h e d w e l l t o t h e Specifica-
t i o n s in t h e Appendix.
CAUTION: Water must circulate through
the lower unit t o the engine any time the en-
gine is run t o prevent damage to the water
pump in the lower unit. Just five seconds
without water will damage the water pump,

ADJUSTING IGNITION TIMING

T h e b r e a k e r point g a p o r t h e dwell m u s t
b e a c c u r a t e l y set b e f o r e a t t e m p t i n g t o fine-
t u n e t h e e n g i n e b e c a u s e t h e point g a p di-
r e c t l y a f f e c t s t h e timing.

A f t e r the distributor is mounted and the engine

properly timed, t h e lock bolt should be tightened se-
curely -- Mallory distributor.
block, press down lightly on t h e housing
while a p a r t n e r t u r n s t h e c r a n k s h a f t slowly
until t h e d i s t r i b u t o r t a n g snaps i n t o t h e oil
pump shaft slot and t h e distributor moves
i n t o i t s full s e a t e d position. T i g h t e n t h e
distributor hold-down bolt.
Ignition fine- tuning will be a c c o m p l i s h e d
a f t e r t h e e n g i n e i s running.
Wipe t h e d i s t r i b u t o r c a p and t h e c o i l of
a n y m o i s t u r e t o be s u r e i t d o e s n o t c a u s e a
l e a k a g e path.

ADJUSTING THE DWELL

A dwell m e t e r a c c u r a t e l y m e a s u r e s t h e
l e n g t h of t i m e t h e points a r e closed, as
shown in t h e a c c o m p a n y i n g illustration.
C o n n e c t o n e l e a d of t h e dwell m e t e r t o t h e
n e g a t i v e s i d e of t h e ignition c o i l a n d t h e Timing mark on the harmonic balancer.
WIDE GAP SMALL GAP

NORMAL DWELL-NORMAL GAP INSUFFICIENT DWELL EXCESSIVE DWELL

Three different point gap/dwell angle conditions. A normal gap (and dwell angle) is shown in the l e f t view. The
center view illustrates an excessive gap with too small a dwell angle. The right illustration depicts too small a gap with
the resulting dwell angle too great. I f the gap is too small, the ignition timing is retarded, causing loss of power.
528 IGNITION
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Check t h e timing mark on t h e balancer

o r pulley and t h e lines on t h e timing tab. If
they a r e hard t o see, mark them with paint
or chalk. Connect a timing light t o a n
adaptor for No. 1 spark plug. NEVER punc-
t u r e t h e high-tension wire or you will damge
t h e core.
S t a r t the engine and adjust t h e idle
speed t o specification.
CAUTION: Water must circulate through
the lower unit t o the engine any time the en-
gine is run to prevent damage t o the water
pump in the lower unit. Just five seconds
without water will damage the water pump.
Now, aim t h e timing light at t h e timing
mark on t h e pulley and t h e timing tab.
TAKE CARE t o aim t h e timing light Adjusting the idle mixture needle and the fast idle.
straight at the mark. Sighting from a n
angle may cause an error. The specified 5-10 ADJUSTING IDLE SPEED
timing mark should align with t h e pointer. AND IMIXTJJRE
If i t does not, loosen t h e distributor hold-
down bolt and r o t a t e t h e distributor until i t Connect a tachometer, then s t a r t t h e
is aligned. Tighten t h e hold-down bolt, and engine and allow i t t o warm t o normal
then check t h e marks again with t h e light. operating temperature.
Check operation of t h e centrifugal ad- CAUTION: Water must circulate through
vance mechanism by accelerating t h e engine the lower unit to the engine any time the en-
and checking t h e position of t h e timing gine is run to prevent damage to the water
mark with t h e light. The mark should pump in the lower unit. Just five seconds
advance on t h e pulley if t h e advance mecha- without water will damage the water pump.
nism is operating properly. Adjust t h e idle speed screw until t h e
engine is running at idle specification given
in t h e Appendix. Turn t h e idle mixture
adjusting needles and observe t h e tachome-
t e r reading until t h e highest rpm is obtain-
ed. ALWAYS turn t h e needles very SLOW-
LY because t h e r e is a t i m e lag until t h e
engine responds t o t h e new mixture and
stablizes.

The battery MUST be located near the engine in a

well-ventialated area. It must be secured in such a
Use of the timing light to accurately adjust the manner that absolutely no movement is possible in any
t im ing. direction under the most violent action of the boat.
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ELECTRICAL
6-1 INTRODUCTION
The battery, gauges and horns, charging
system, and t h e cranking system a r e all
considered subsystems of t h e electrical sys-
tem. Each of these units or subsystems will
b e covered in detail in this chapter begin-
ning with t h e battery.
6-2 BATTERIES
The b a t t e r y is one of t h e most important
parts of t h e electrical system. In addition
t o providing electrical power t o s t a r t t h e
engine, i t also provides power f o r operation
of t h e running lights, radio, electrical
accessories, and possibly t h e pump f o r a bait
tank.
Because of its job and t h e consequences
if i t should fail in an emergency, t h e best
advice is t o purchase a well-known brand
with an extended warranty period from a
reputable dealer.
The usual warranty covers a prorated
replacement policy which means you would
b e entitled t o a consideration for t h e t i m e
l e f t on t h e warranty period if t h e b a t t e r y
should prove defective before its time.
Do not consider a b a t t e r y of less t h a n
70- ampere hour capacity. If in doubt as t o
how large your boat requires, make a liberal
e s t i m a t e and then purchase t h e one with t h e
next higher a m p e r e rating.
u n i t f o r t h e b o a t and o t h e r t y p e s of b a t t e r -
i e s used only in a n e m e r g e n c y .
Marine b a t t e r i e s h a v e a m u c h heavier
e x t e r i o r case t o w i t h s t a n d t h e violent
pounding and shocks imposed on i t as t h e
b o a t m o v e s through rough w a t e r a n d in
e x t r e m e l y t i g h t turns.
T h e p l a t e s in m a r i n e b a t t e r i e s a r e
t h i c k e r t h a n in a u t o m o t i v e b a t t e r i e s a n d
e a c h p l a t e is s e c u r e l y a n c h o r e d within t h e
b a t t e r y case t o e n s u r e e x t e n d e d life.
T h e c a p s of m a r i n e b a t t e r i e s a r e "spill
proof" t o p r e v e n t a c i d f r o m spilling i n t o t h e
bilges when t h e b o a t h e e l s t o o n e side in a
t i g h t t u r n o r is moving through rough w a t e r .
Because of t h e s e f e a t u r e s , t h e m a r i n e
b a t t e r y will r e c o v e r f r o m a low c h a r g e
condition and give s a t i s f a c t o r y s e r v i c e over
a m u c h longer period of t i m e t h a n a n y t y p e
of a u t o m o t i v e - t y p e unit.
NAL FILL
CAP

MARINE BATTERIES

Because m a r i n e b a t t e r i e s a r e required t o
p e r f o r m under m u c h m o r e rigorous condi-
tions t h a n a u t o m o t i v e b a t t e r i e s . t h e v a r e
constructed much differently than those A fully charged battery, filled to the proper level
with electrolyte, is the heart of the ignition and elec-
used in Or trucks' Therefore, a trical systems. Engine cranking and efficient perform-
UM-ine b a t t e r y should a l w a y s b e t h e No. 1 ance of electrical items depend on a full-rated battery.
6 2 ELECTRICAL
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BATTERY CONSTRUCTION
A b a t t e r y consists of a number of posi-
t i v e and negative p l a t e s immersed in a solu-
tion of dilute sulfuric acid. The p l a t e s
contain dissimilar a c t i v e m a t e r i a l s and a r e
k e p t a p a r t by separators. The p l a t e s a r e
grouped into w h a t a r e t e r m e d elements.
P l a t e s t r a p s on t o p of e a c h e l e m e n t c o n n e c t
all of t h e positive p l a t e s and all of t h e
n e g a t i v e plates i n t o t h e groups. The b a t t e r y
i s divided i n t o cells which hold a number of
t h e e l e m e n t s a p a r t from t h e others. T h e
e n t i r e a r r a n g e m e n t i s contained within a
hard-rubber case. The t o p i s a one- piece
cover and contains t h e filler c a p s f o r e a c h
cell. The t e r m i n a l posts protrude through
t h e t o p where t h e b a t t e r y connections f o r
t h e boat a r e made. Each of t h e cells a r e
connected t o e a c h o t h e r in a positive-to-
n e g a t i v e manner with a heavy s t r a p called
t h e cell connector.
BATTERY RATINGS
Two ratings a r e used t o classify b a t t e r-
ies: O n e is a 20-hour r a t i n at 8 0 ' ~ and t h e
o t h e r is a cold r a t i n g at 0goF. This second
The battery MUST be located near the engine in a
well-ventilated area. It must be secured in such a manner
that absolutely no movement is possible in any direction
under the most violent adion of the boat.
figure indicates t h e cranking load c a p a c i t y
and i s r e f e r e d t o as t h e Peak Watt R a t i n g of
a battery. This Peak Watt Raing (PWR) h a s
been developed as a m e a s u r e of t h e b a t t e r -
i e s cold- cranking ability. T h e numerical
r a t i n g i s embossed on e a c h b a t t e r y c a s e at
t h e base and i s d e t e r m i n e d by multiplying
t h e maximum c u r r e n t by t h e maximum volt-
age.
The ampere- hour r a t i n g of a b a t t e r y i s
i t s c a p a c i t y t o furnish a given a m o u n t of
a m p e r e s over a period of t i m e at a cell
voltage of 1.5. Therefore, a b a t t e r y with a
c a p a c i t y of maintaining 3 a m p e r e s f o r 20
hours a t 1.5 volts would be classified as a
60- ampere hour battery.
Do not confuse t h e ampere- hour r a t i n g
w i t h t h e PWR because t h e y a r e t w o unrelat-
e d figures used f o r d i f f e r e n t purposes.
A r e p l a c e m e n t b a t t e r y should have a
power r a t i n g equal or as close t o t h e old
unit a s possible.
BATTERY LOCATION
Every b a t t e r y installed in a b o a t must
be s e c u r e d in a well- protected ventilated
a r e a . If t h e b a t t e r y a r e a i s not well ventila-
t e d , hydrogen g a s which i s given off during
charging could become very explosive if t h e
g a s i s c o n c e n t r a t e d and confined. Because
of i t s size, weight, and acid c o n t e n t , t h e
b a t t e r y must be well- secured. If t h e bat-
t e r y should break loose during rough b o a t
maneuvers, considerable d a m a g e could b e
done, including d a m a g e t o t h e hull.
BATTERY SERVICE
The b a t t e r y requires periodic servicing
and a d e f i n i t e m a i n t e n a n c e program will
ensure extended life. If t h e b a t t e r y should
t e s t satisfactorily, but still fail t o perform
properly, o n e of four problems could be t h e
cause.
I- An a c c e s s o r y might h a v e accidently
been l e f t o n overnight o r for a long period
during t h e day. Such a n oversight would
result in a discharged battery.
2- Slow speed engine operation f o r long
periods of t i m e resulting in a n undercharged
condition.
3- Using m o r e e l e c t r i c a l power than t h e
a l t e r n a t o r c a n r e p l a c e would result in a n
undercharged condition.
 © pdfmanualpublisher.com 2005
4- A d e f e c t in t h e charging system. A
slipping fan belt, a d e f e c t i v e voltage regula-
t o r , a faulty a l t e r n a t o r , o r high resistance
somewhere in t h e system could c a u s e t h e
b a t t e r y t o become undercharged.
5- Failure t o maintain t h e b a t t e r y in
good order. This might include a low level
of e l e c t r o l y t e in t h e cells; loose or d i r t y
c a b l e connections at t h e b a t t e r y terminals;
o r possibly a n excessive dirty b a t t e r y top.
Electrolyte Level
The most common p r a c t i c e of checking
t h e e l e c t r o l y t e level in a b a t t e r y i s t o
remove t h e cell c a p and visually observe t h e
level in t h e vent well. The bottom of e a c h
vent well h a s a split vent which will c a u s e
t h e surface of t h e e l e c t r o l y t e t o a p p e a r
distorted when i t makes c o n t a c t . When t h e
distortion f i r s t appears a t t h e bottom of t h e
split vent, t h e e l e c t r o l y t e level is c o r r e c t .
Some late-model b a t t e r i e s have a n elec-
trolyte-level indicator installed which oper-
ates in t h e following manner: A transparent
rod extends through t h e c e n t e r of one of t h e
c e l l caps. The lower t i p of t h e rod i s
immersed in t h e e l e c t r o l y t e when t h e level
One of the most effective means of cleaning the
battery terminals is by using a wire brush with holder
designed for this specific purpose.
BATTERIES 6-3
i s c o r r e c t . If t h e level should drop below
normal, t h e lower t i p of t h e rod is exposed
and t h e upper end glows as a warning t o a d d
water. Such a device is only necessary on
o n e c e l l c a p because if t h e e l e c t r o l y t e i s
low in one cell i t is also low in t h e o t h e r
cells. BE SURE t o replace t h e c a p with t h e
indicator onto t h e second cell f r o m t h e
positive terminal.
During hot weather and periods of heavy
use, t h e e l e c t r o l y t e level should be checked
m o r e o f t e n t h a n during normal operation.
Add colorless, odorless, drinking w a t e r t o
bring t h e level of e l e c t r o l y t e in e a c h cell t o
t h e proper level. TAKE CARE n o t t o
overfill because i t will c a u s e loss of electro-
l y t e and any loss will result in poor perfor-
mance, s h o r t b a t t e r y life, and will contri-
b u t e quickly t o corrosion. NEVER a d d elec-
t r o l y t e fr6m another battery. Use only
clean pure water.
Cleaning
D i r t and corrosion should be cleaned
from t h e b a t t e r y just a s soon a s i t is dis-
covered. Any accumulation of acid film o r
d i r t will permit c u r r e n t t o flow between t h e
terminals. Such a c u r r e n t flow will drain
t h e b a t t e r y over a period of time.
Clean t h e exterior of t h e b a t t e r y with a
solution of diluted ammonia or a soda solu-
tion t o neutralize any acid which may be
present. Flush t h e cleaning solution off
with clean water. TAKE CARE t o prevent
any of t h e neutralizing solution from e n t e r -
ing t h e cells by keeping t h e c a p s tight.
An inexpensive brush can be purchasedandused to clean
the battery terminals to ensure a proper connection.
6-4 ELECTRICAL
© pdfmanualpublisher.com 2005
A poor c o n t a c t a t t h e terminals will a d d
resistance t o t h e charging circuit. This
resistance will cause t h e voltage regulator
t o register a fully charged battery, and thus
c u t down on t h e alternator output adding t o
t h e low battery charge problem.
Scrape t h e battery posts clean with a
suitable tool or with a stiff wire brush.
Clean t h e inside of t h e cable clamps t o be
sure they do not cause any resistance in t h e
circuit.
Battery Testing
A hydrometer is a device t o measure t h e
percentage of sulfuric acid in t h e b a t t e r y
electrolyte in t e r m s of specific gravity.
When t h e condition of t h e battery drops
from fully charged t o discharged, t h e acid
leaves t h e solution and e n t e r s t h e plates,
causing t h e specific gravity of t h e electro-
lyte t o drop.
The following six points should be ob-
served when using a hydrometer.
1- NEVER a t t e m p t t o t a k e a reading
immediately a f t e r adding water t o t h e bat-
tery. Allow at least 114 hour of charging a t
a high r a t e t o thoroughly mix t h e e l e c t r o
l y t e with t h e new water and t o cause vigor-
ous gassing.
2- ALWAYS b e sure t h e hydrometer is
clean inside and out a s a precaution against
contaminating the electrolyte.
3- If a thermometer is an integral part
of t h e hydrometer, draw liquid into i t sever-
al times t o ensure t h e correct t e m p e r a t u r e
before taking a reading.
Corroded battery terminals such as these result in
high resistance at the connections. Such corrosion
places a strain on any and all electrically operated
devices on the boat and causes hard engine starting.
4- BE SURE t o hold t h e hydrometer
vertically and suck up liquid only until t h e
f l o a t is f r e e and floating.
5- ALWAYS hold t h e hydrometer at e y e
level and t a k e t h e reading at t h e surface of
t h e liquid with t h e float f r e e and floating.
Disregard t h e light curvature appearing
where t h e liquid rises against t h e f l o a t stem
due t o surface tension.
6- DO NOT drop any of t h e b a t t e r y
fluid on t h e boat or on your clothing, be-
cause i t is extremely caustic. Use water
and baking soda t o neutralize any b a t t e r y
liquid t h a t does drop.
After withdrawing electrolyte from t h e
b a t t e r y cell until t h e float is barely f r e e ,
note t h e level of t h e liquid inside t h e hydro-
meter. If t h e level is within t h e green band
range, t h e cpndition of t h e b a t t e r y is satis-
factory. I_f t h e level is within t h e white
A check of the electrolyte in the battery should be a
regular part of the maintenance schedule on any boat.
A hydrometer reading o f 1.300 or in the green band,
indicates the battery is in satisfactory condition. If the
reading is 1.150 or in the red band, the battery needs to
be charged. Observe the six points listed in the text
when using a hydrometer.
 © pdfmanualpublisher.com 2005
band, t h e b a t t e r y i s in f a i r condition, and if
t h e level i s in t h e red band, it needs charg-
ing badly o r is dead and should be replaced.
If level fails t o rise above t h e red band a f t e r
charging, t h e only answer is t o replace t h e
battery.
JUMPER CABLES
If booster b a t t e r i e s a r e used f o r s t a r t i n g
an engine t h e jumper cables must be con-
n e c t e d c o r r e c t l y and in t h e proper sequence
t o prevent damage t o e i t h e r b a t t e r y , or t o
t h e a1t e r n a t o r diodes.
ALWAYS c o n n e c t a c a b l e from t h e
positive terminal of t h e dead b a t t e r y t o t h e
positive terminal of t h e good b a t t e r y FIRST.
NEXT, connect one end of t h e other cable t o
t h e negative terminal of t h e good b a t t e r y
and t h e other end t o t h e ENGINE f o r a good
ground. By making t h e ground connection
on t h e engine, if t h e r e is an a r c when you
m a k e t h e connection i t will not be near t h e
battery. An a r c near t h e b a t t e r y could
c a u s e an explosion, destroying t h e b a t t e r y
and causing serious personal injury.
DISCONNECT t h e b a t t e r y ground cable
before replacing an a l t e r n a t o r or b e f o r e
connecting any t y p e of m e t e r t o t h e alter-
nator.
If i t is necessary t o use a fast- charger on
a dead b a t t e r y , ALWAYS disconnect one of
t h e boat cables from t h e b a t t e r y f i r s t , t o
prevent burning, o u t t h e diodes in t h e alter-
nator.
NEVER use a f a s t charger a s a booster
t o s t a r t t h e engine because t h e diodes in t h e
a1terriator will b e DAMAGED.
An explosive hydrogen gas is released from the cells
when the caps are removed. This battery exploded
when the gas ignited from smoking in the area with the
caps removed, or possibly from a spark at the terminal
post.
BATTERIES 6-5
STORAGE
If t h e boat is t o be laid up f o r t h e winter
o r for m o r e t h a n a f e w weeks, special
a t t e n t i o n must be given t o t h e b a t t e r y t o
prevent c o m p l e t e discharge o r possible dam-
a g e t o t h e terminals and wiring. Before
putting t h e boat in s t o r a g e , disconnect a n d
remove t h e batteries. Clean t h e m thor-
oughly of any d i r t o r corrosion, and t h e n
c h a r g e them t o full specific gravity reading.
After they a r e fully charged, s t o r e t h e m in
a clean cool dry place where they will n o t
be damaged o r knocked over.
NEVER s t o r e t h e b a t t e r y with anything
on t o p of i t o r cover t h e b a t t e r y in such a
manner a s t o prevent a i r f r o m circulating
around t h e fillercaps. All batteries, both
new and old, will discharge during periods of
storage, m o r e so if they a r e h o t than if t h e y
remain cool. Therefore, t h e e l e c t r o l y t e
level a n d t h e specific gravity should be
checked at regular intervals. A drop in t h e
specific gravity reading is c a u s e t o c h a r g e
t h e m back t o a full reading.
In cold climates, c a r e should be exercis-
e d in selecting t h e b a t t e r y s t o r a g e area. A
f ully-charged b a t t e r y will f r e e z e at a b o u t
60 degrees below zero. A discharged bat-
t e r y , almost dead, will have i c e forming at
a b o u t 1 9 degrees above zero.
DUAL BATTERY INSTALLATION
Three m e t hods a r e available f o r utilizing
a dual- battery hook-up.
1- A high-capacity switch can be used t o
connect t h e t w o batteries. The accorn
panying illustration details t h e connections
The charging system output can be determined while
the engine is running at a fast idle speed by holding an
induction-type ammeter over the main wire.
6-6 ELECTRICAL © pdfmanualpublisher.com 2005
Schematic diagram for a three battery, two engine
hookup.'
for installation of such a switch. This t y p e
of switch installation has t h e advantage of
being simple, inexpensive, and easy t o
mount and hookup. However, if t h e switch
is forgotten in t h e closed position, i t will l e t
t h e convenience loads run down both batter-
ies and t h e advantage of t h e dual installa-
tion is lost. However, t h e switch may b e
closed intentionally t o t a k e advantage of
t h e e x t r a capacity of t h e two batteries, or
it may be temporarily closed t o help s t a r t
t h e engine under adverse conditions.
2- A relay, can be connected i n t o t h e
Schematic diagram for a two battery, one engine
hookup.
Schematic diagram for a two battery, two engine
hookup.
ignition circuit t o enable both batteries t o
be automatically put in parallel for charging
or t o isolate them for ignition use during
engine cranking and start. By connecting
t h e relay coil t o t h e ignition terminal of t h e
ignition- starting switch, t h e relay will close
during t h e s t a r t t o aid t h e starting battery.
If t h e second battery is allowed t o run down,
this arrangement c a n be a disadvantage
since i t will draw a load from t h e starting
b a t t e r y while cranking t h e engine. One way
t o avoid such a condition is t o connect t h e
relay coil t o t h e ignition switch accessory
0Starter
Schematic diagram for a single battery, one engine
hookup.
 © pdfmanualpublisher.com 2005
terminal. When connected in this manner,
while t h e engine is being cranked, t h e relay
is open, but when t h e engine is running with
t h e ignition switch in t h e normal position,
t h e relay is closed, and t h e second b a t t e r y is
being charged at t h e s a m e t i m e as t h e
starting battery.
3- A heavy duty switch installed as close
t o t h e batteries as possible can be connect-
ed between them. If such an arrangement is
used i t must m e e t t h e standards of t h e
Amnerican Boat and Y a c h t Council, INC. or
t h e F i r e Protection Standard f o r Motor
C r a f t , N.F.P.A. No. 302.
6-3 GAUGES AND LIGHTS
Gauges or lights a r e installed t o warn
t h e operator of a condition in t h e cooling
and lubrication systems t h a t may need
attention. The fuel gauge gives an
indication of the amount of fuel in t h e tank.
If t h e engine overheats or t h e oil pressure
drops too low for safety, a gauge or warning
light reminds t h e operator t o shut down t h e
engine and check the cause of the warning
before serious darnage is done.
CONSTANT-VOLTAGE SYSTEM
In order for gauges t o register properly,
t h e y must be supplied with a steady voltage.
The voltage variations produced by t h e en-
gine charging system would cause e r r a t i c
gauge operation, t o o high when t h e alterna-
tor voltage is high and too low when t h e
alternator is not charging. To remedy this
problem, a constant-vol t a g e system is used
t o reduce t h e 12-14 volts of t h e electrical
system t o an average s f 5 volts. This steady
5 volts ensures t h e gauges will read accur-
ately under varying conditions from t h e
electrical system.
SERVICE PROCEDURES
Systems utilizing warning lights do not
require a constant- voltage system, there-
fore, this service is not needed.
Service procedures for checking t h e
gauges and their sending units is detailed in
t h e following sections.
6-4 OIL AND TEMPERATURE GAUGES
The body of oil and t e m p e r a t u r e gauges
must be grounded and they must be supplied
GAUGES 6-7
with 12 volts. Many gauges have a terminal
on t h e mounting bracket for attaching a
ground wire. A t a n g from t h e mounting
bracket makes c o n t a c t with t h e gauge.
CHECK t o be sure t h e tang does make good
c o n t a c t with t h e gauge.
Ground t h e wire t o t h e sending unit and
t h e needle of t h e gauge should move t o t h e
full right position indicating t h e gauge is in
serviceable condition.
Check Gauge Sender for a defective
motor temperature warning system: Re-
move t h e sender from t h e engine. Connect
t h e sender terminals t o a n ohmmeter. Sub-
merge t h e sender in a container of oil with a
thermometer. H e a t t h e oil over a fireless
heating element. Now, observe t h e meter
and thermometer readings. The m e t e r
should read 450 ohms +5% at 220'~.
Check The Sender for a defective oil
pressure warning system: Subs t i t u t e a new
sender unit of t h e correct value. S t a r t t h e
engine with t h e propeller in t h e water. Ob-
serve t h e gauge. If t h e reading is still
unsatisfactory, replace t h e original gauge
and t e s t again. If t h e reading is still unsat-
isfactory, t h e problem may b e in t h e engine
lubrication system and due t o worn bearings.
NEVER a t t e m p t t o interchange t h e sending
unit from a system using a gauge with a unit
from one using a warning light.
6-5 WARNING LIGHTS
If a problem arises on a boat equipped
with water, temperature, and oil pressure
COMPASS
The indicator and control panel should be kept clean
and protected from water spray, especially when oper-
ating in a salt water atmosphere.
6-8 ELECTRICAL © pdfmanualpublisher.com 2005

lights, t h e first a r e a t o check is t h e light CAUTICYN: Water must circulate through

assembly for loose wires o r burned-out
bulbs.
When t h e ignition key is turned on, t h e
light assembly is supplied with 12 volts and
grounded through t h e sending unit mounted
on t h e engine. When t h e sending unit makes
c o n t a c t because t h e water t e m p e r a t u r e is
t o o hot or t h e oil pressure is t o o low, t h e
circuit t o ground is completed and t h e lamp
should light.
Check The Bulb: Turn t h e ignition switch
on. Disconnect t h e wire at t h e engine
sending unit, and then ground t h e wire. The
lamp on t h e dash should light. If i t does n o t
light, check for a burned-out bulb or a break
in t h e wiring t o t h e light.
Check The Sender for a defective motor
temperature warning system: Remove t h e
sending unit from t h e engine and connect
t h e terminals t o an ohmmeter. Submerge
t h e sender in a container of oil with a
thermometer. H e a t t h e oil over a fireless
heating element. Observe t h e thermometer
readings. The m e t e r should indicate an open
circuit until t h e t e m p e r a t u r e reaches
200+5'~. If t h e circuit does not close at t h e
specified temperature, replace t h e unit.
Check The Sender for a defective oil
pressure warning system: Disconnect t h e
electrical lead at t h e sending unit. Connect
a n ohmmeter between t h e terminal and
ground. Turn t h e ignition switch on and t h e
m e t e r should indicate a complete circuit.
S t a r t t h e engine.
CAUTION: Water must circulate through
the lower unit to the engine any time the en-
gine is run to prevent damage to the water
pump in the lower unit. Just five seconds
without water will damage the water pump.
Increase engine rpm and t h e m e t e r
should then indicate an open circuit. If i t
does not, replace t h e sender. If a new
sender still fails t o open t h e circuit, t h e
problem may be in t h e engine lubricating
system or because of worn bearings.
the lower unit to the engine any time the en-
gine is run to prevent damage to the water
pump in the lower unit. Just five seconds
without water will damage the water pump.
The 140 degree stick should m e l t when
you touch i t t o t h e lower thermostat hous-
ing. If i t does not melt, t h e t h e r m o s t a t is
stuck in t h e open position and t h e engine
t e m p e r a t u r e is too low.
Touch t h e 170 degree stick t o t h e s a m e
spot on t h e lower thermostat housing and it
should not melt. If i t does, t h e t h e r m o s t a t
is stuck in t h e closed position or t h e w a t e r
pump is not operating properly because t h e
engine is running t o o hot. For service
procedures on t h e cooling system, see
Chapter 9.
6-6 FUEL-GAUGES
The fuel gauge is intended t o indicate
t h e quantity of fuel in t h e tank. As t h e
experienced boatman has learned, t h e gauge
reading is seldom a n a c c u r a t e report of t h e
f u e l available in t h e tank. The main reason
for this false reading is because t h e boat is
rarely on a n even keel. A considerable
difference in fuel quantity will be indicated
by t h e gauge if t h e bow or stern is heavy
and if t h e boat has a list t o port or star-
board.

THERMOMELT STICKS

Thermomelt sticks a r e an easy method

of determining if t h e engine is running at
t h e proper temperature. Thermomelt sticks
a r e not expensive and a r e available at your
local marine dealer.
S t a r t t h e engine with t h e propeller in t h e
water and run i t f o r about 5 minutes at A Thermostick is a quick, simple, and fairly accu-
about 3000 rpm. rate method to determine engine running temperature.
 © pdfmanualpublisher.com 2005
Therefore, t h e reading is usually low.
The amount of fuel drawn f r o m t h e t a n k is
dependent on t h e location of t h e fuel pickup
tube in t h e tank. The engine may c u t o u t
while cruising because t h e pickup tube is
clear of t h e fuel level. Instead of assuming
t h e t a n k is empty, shift weight in t h e boat
to change t h e trim and t h e problem may b e
solved until you a r e able t o t a k e on more
fuel.
FUEL GAUGE HOOKUP
The Boating Industry Association recom-
mends t h e following color coding be used on
all fuel gauge installations:
Black -- for all grounded current-carry-
ing conductors.
Pink -- insulated wire for t h e fuel gauge
sending unit t o t h e gauge.
Red -- insulated wire for a connection
from t h e positive side of t h e battery t o any
electrical equipment.
Connect one end of a pink insulated wire
t o t h e terminal on t h e gauge marked TANK
and t h e other end t o t h e terminal on top of
t h e tank unit.
Connect one end of a black wire t o t h e
terminal on t h e fuel gauge marked IGN and
t h e other end t o t h e ignition switch.
Connect one end of a second black wire
t o the fuel gauge terminal marked GRD and
t h e other end t o a good ground. It is
important for t h e fuel gauge c a s e t o have a
good common ground with t h e tank unit.
Aboard a n all- metal boat, this ground wire
is n o t necessary. However, if t h e dashboard
is insulated, or made of wood or plastic, a
wire MUST be run from t h e gauge ground
terminal t o one of t h e bolts securing t h e
sending unit in t h e fuel tank, and then from
t h e r e t o t h e NEGATIVE side of t h e battery.
IGNITION
SWITCH BATTERY
Schematic diagram for safe fuel tank hookup.
GAUGES 6-9
FUEL GAUGE TROUBLESHOOTING
In order for t h e fuel gauge t o o p e r a t e
properly t h e sending unit and t h e receiving
unit must be of t h e s a m e type and prefer-
ably of t h e s a m e make.
The following symptoms and possible
corrective actions will be helpful in restor-
ing a faulty fuel gauge circuit t o proper
operation.
If you suspect t h e gauge is not operating
properly, t h e first a r e a t o check is all
electrical connections frorn one end t o t h e
other. Be sure they a r e clean and tight.
Next, check t h e common ground wire
between t h e negative side of t h e battery,
t h e fuel tank, and t h e gauge on t h e dash.
If all wires and connections in t h e circuit
a r e in good condition, remove t h e sending
unit from t h e tank. Run a wire from t h e
gauge mounting flange on t h e tank t o t h e
flange of t h e sending unit. Now, move t h e
float up-and-down t o determine if t h e re-
ceiving unit operates. If t h e sending unit
does not appear t o operate, move t h e float
t o the midway point of i t s travel and see if
t h e receiving unit indicates half full.
If t h e pointer does not move from t h e
EMPTY position one of four faults could be
t o blame:
1- The dash receiving unit is not proper-
ly grounded.
2- No voltage at the dash receiving unit.
3- Negative m e t e r connections a r e on a
positive grounded system.
4- Positive m e t e r connections a r e on a
negative grounded systern.
If t h e pointer fails t o move from t h e
FULL position, the problem could be one of
three faults.
1- The tank sending unit is n o t properly
grounded.
2- Improper connection between t h e
tank sending unit and t h e receiving unit on
t h e dash.
3- The wire frorn t h e gauge t o the
ignition switch is connected a t the wrong
terminal.
If t h e pointer remains a t t h e 3/4 full
mark, i t indicates a six-volt gauge is install-
e d in a 12-volt systern.
If t h e pointer remains a t about 3/8 full,
i t indicates a 12-volt gauge is installed in a
six-volt systern.
6- 10 ELECTRICAL © pdfmanualpublisher.com 2005

E r r a t i c Fuel G a u g e R e a d i n g s G A U G E NEVER INDICATES F U L L

Inspect a l l of t h e wiring in t h e c i r c u i t
f o r possible d a m a g e t o t h e insulation o r
conductor. C a r e f u l l y check:
1- Ground c o n n e c t i o n s at t h e r e c e i v i n g
u n i t on t h e dash.
2- Harness c o n n e c t o r t o t h e dash unit.
3- Body h a r n e s s c o n n e c t o r t o t h e c h a s s i s
harness.
4- Ground c o n n e c t i o n f r o m t h e f u e l t a n k
t o t h e t r u n k f l o o r pan.
5- F e e d w i r e c o n n e c t i o n at t h e t a n k
sending unit.
G A U G E ALWAYS READS F U L L , when t h e
ignition switch i s ON:
1- C h e c k t h e e l e c t r i c a l c o n n e c t i o n s at
t h e receiving u n i t on t h e dash; t h e body
h a r n e s s c o n n e c t o r t o chassis h a r n e s s con-
n e c t o r ; and t h e t a n k u n i t c o n n e c t o r in t h e
tank.
2- hlake a c o n t i n u i t y c h e c k of t h e
ground wire f r o m t h e t a n k t o t h e grounding
c o n n e c t i o n in t h e boat.
3- C o n n e c t a known good t a n k unit t o
t h e t a n k f e e d wire and t h e ground lead.
R a i s e and lower t h e f l o a t and observe t h e
receiving unit on t h e dash. If t h e dash u n i t
follows t h e a r m m o v e m e n t , r e p l a c e t h e t a n k
sending unit.
G A U G E ALWAYS R E A D S EMPTY, when
t h e ignition s w i t c h i s ON:
Disconnect t h e t a n k unit f e e d w i r e a n d
d o n o t allow t h e w i r e t e r m i n a l t o ground.
T h e g a u g e on t h e dash should r e a d FULL.
This test r e q u i r e s shop test equipment.
1- D i s c o n n e c t t h e f e e d w i r e t o t h e t a n k
u n i t a n d c o n n e c t t h e w i r e t o ground t h r u a
variable r e s i s t o r o r t h r u a s p a r e t a n k unit.
2- O b s e r v e t h e d a s h g a u g e reading. T h e
r e a d i n g should b e F U L L when r e s i s t a n c e i s
i n c r e a s e d t o a b o u t 90 ohms. This r e s i s t a n c e
would s i m u l a t e a full tank.
3- If t h e c h e c k i n d i c a t e s t h e d a s h g a u g e
i s o p e r a t i n g properly, t h e t h e t r o u b l e i s
e i t h e r in t h e t a n k sending u n i t r h e o s t a t
being s h o r t e r , o r t h e f l o a t is binding. T h e
a r m could b e b e n t , o r t h e t a n k m a y b e
d e f o r m e d . I n s p e c t a n d c o r r e c t t h e problem.
6-7 TACHOMETER
An a c c u r a t e t a c h o m e t e r c a n b e installed
o n a n y engine. Such a n i n s t r u m e n t provides
a n indication of e n g i n e s p e e d i n revolutions
p e r m i n u t e (rpm). This i s a c c o m p l i s h e d by
m e a s u r i n g t h e n u m b e r of e l e c t r i c a l pulses
p e r m i n u t e g e n e r a t e d in t h e p r i m a r y c i r c u i t
of t h e ignition system.
T h e m e t e r readings r a n g e f r o m 0 t o
6,000 rpm, in i n c r e m e n t s of 100. T a c h o m e -
t e r s h a v e solid- state e l e c t r o n i c c i r u i t s
which e l i m i n a t e s t h e n e e d f o r r e l a y s o r
b a t t e r i e s and c o n t r i b u t e s t o t h e i r a c c u r a c y .
T h e e l e c t r o n i c p a r t s of t h e t a c h o m e t e r sus-
c e p t i b l e t o m o i s t u r e a r e c o a t e d t o prolong
t h e i r life.

If G a u g e R e a d s Empty:
1- C o n n e c t a s p a r e dash unit i n t o t h e
dash u n i t h a r n e s s c o n n e c t o r a n d ground
t h e unit. If s p a r e unit r e a d s FULL, t h e
original u n i t i s s h o r t e d a n d m u s t b e
replaced.
2- A r e a d i n g of EMPTY i n d i c a t e a
s h o r t in t h e h a r n e s s b e t w e e n t h e t a n k
sending unit and t h e g a u g e on t h e dash.

If G a u g e R e a d s Full:
1- C o n n e c t a known good t a n k sending
u n i t t o t h e t a n k f e e d w i r e a n d t h e ground
lead.
2- R a i s e and l o w e r t h e f l o a t while
observing t h e d a s h gauge. If d a s h g a u g e
follows m o v e m e n t of t h e f l o a t , r e p l a c e
t h e t a n k sending unit. Maximum engine performance can only be obtoined
through proper tuning using a tachometer.
 © pdfmanualpublisher.com 2005
GREY LEAD
BLADE SWITCH
A blade-type tachometer can be installed for use
with a four, six, or eight cylinder engine. Simply shift
the blade t o the connector matching the number of
engine cylinders.
6-8 HORNS
T h e only reason f o r servicing a horn is
b e c a u s e i t f a i l s t o o p e r a t e properly o r be-
c a u s e i t is o u t of tune. In m o s t cases, t h e
problem c a n b e t r a c e d t o a n open c i r c u i t in
t h e wiring o r t o a d e f e c t i v e relay.
Cleaning: C r o c u s c l o t h a n d c a r b o n tet-
r a c h l o r i d e should be used t o c l e a n t h e con-
tact points. NEVER f o r c e t h e c o n t a c t s
a p a r t o r you will bend t h e c o n t a c t spring
a n d c h a n g e t h e o p e r a t i n g tension.
Check The Relay and Wiring: C o n n e c t a
w i r e f r o m t h e b a t t e r y t o t h e horn t e r m i n a l .
If t h e horn o p e r a t e s , t h e problem i s in t h e
r e l a y o r in t h e horn wiring. If both of t h e s e
a p p e a r s a t i s f a c t o r y , t h e horn is d e f e c t i v e
a n d n e e d s t o be replaced.
LOCK,NUT ADJUSTIYG N U T
The tone of a horn can be adjusted with a 0.007"
feeler gauge, as described in the text. TAKE CARE t o
prevent the feeler gauge from making contact with the
case, or the circuit will be shorted out.
ALTERNATORS 6- 1 1
Before r e p l a c i n g t h e horn however, con-
n e c t a s e c o n d jumper w i r e f r o m t h e horn
f r a m e t o ground t o c h e c k t h e ground con-
nection.
T e s t t h e winding f o r a n open c i r c u i t ,
f a u l t y insulation, o r poor ground. C h e c k t h e
r e s i s t o r w i t h a n o h m m e t e r , o r test t h e con-
d e n s e r f o r c a p a c i t y , ground, a n d leakage.
I n s p e c t t h e diaphragm f o r cracks.
Adjust Horn Tone: Loosen t h e locknut,
and t h e n r o t a t e t h e adjusting s c r e w until t h e
desired t o n e i s reached. On a d u a l horn
installation, d i s c o n n e c t o n e horn a n d a d j u s t
e a c h one- at- a- time. T h e c o n t a c t point a d -
j u s t m e n t is m a d e by i n s e r t i n g a 0.007" f e e l -
e r g a u g e b l a d e b e t w e e n t h e adjusting n u t
and t h e c o n t a c t b l a d e insulator. TAKE
CARE n o t t o allow t h e f e e l e r g a u g e t o t o u c h
t h e m e t a l l i c p a r t s of t h e c o n t a c t p o i n t s be-
c a u s e i t would s h o r t t h e m out. Now, loosen
t h e l o c k n u t a n d t u r n t h e adjusting n u t down
until t h e horn f a i l s t o sound. Loosen t h e
adjusting n u t slowly until t h e horn b a r e l y
sounds. T h e l o c k n u t MUST b e t i g h t e n e d
a f t e r e a c h t e s t . When t h e f e e l e r g a u g e i s
withdrawn t h e horn will o p e r a t e properly
and t h e c u r r e n t d r a w will b e s a t i s f a c t o r y .
6-9 CHARGING SYSTEM
The alternator, regulator, battery, am-
m e t e r , a n d t h e n e c e s s a r y wiring t o c o n n e c t
i t a l l t o g e t h e r c o m p r i s e t h e c h a r g i n g sys-
tem.
Before t h e a l t e r n a t o r is blamed f o r b a t -
t e r y problems, consider o t h e r a r e a s which
m a y be t h e cause:
Simplified drawing to illustrate voltage generation
in its most basic form. The stator has many coils o f
wire, shown here as a single loop. The rotor spins; cuts
the magnetic field; an electrical voltage is produced in
the loop; the voltage moves out of the loop and into the
system. Higher revolutions per minute of the loop
generates more voltage.
6- 12 ELECTRICAL © pdfmanualpublisher.com 2005
1- Excessive use of lights and accesso-
r i e s while t h e e n g i n e i s s h u t down o r o p e r a t -
ing at low s p e e d f o r s h o r t periods.
2- Voltage losses a n d t h e c a u s e .
3- C o r r o d e d b a t t e r y cables, c o n n e c t o r s ,
and terminals.
4- Low e l e c t r o l y t e l e v e l in t h e b a t t e r y
cells.
5- Prolonged disuse of t h e b a t t e r y caus-
ing a self- discharged condition.
6-10 ALTERNATOR
DESCRIPTION AND OPERATION
An a l t e r n a t o r is a n A C g e n e r a t o r replac-
ing t h e conventional DC g e n e r a t o r . The
a l t e r n a t o r h a s four d i s t i n c t a d v a n t a g e s o v e r
t h e generator:
1- A higher c h a r g i n g r a t e .
2- A l o w e r cut- in c h a r g i n g speed.
3- A l i g h t e r weight.
4- Longer trouble- free s e r v i c e .
T h e a l t e r n a t o r o p e r a t e s on a d i f f e r e n t
principle f r o m t h e c o n v e n t i o n a l g e n e r a t o r .
T h e a r m a t u r e of t h e a l t e r n a t o r i s t h e sta-
tionary p a r t and i s c a l l e d t h e STATOR; a n d
t h e field is t h e r o t a t i n g p a r t a n d i s c a l l e d
t h e ROTOR. With this a r r a n g e m e n t , t h e
higher c u r r e n t c a r r i e d by t h e s t a t o r i s con-
d u c t e d t o t h e e x t e r n a l c i r c u i t through f i x e d
leads. This m e t h o d r e s u l t s in trouble- free
o p e r a t i o n of a s m a l l c u r r e n t supplied t o t h e
f i e l d s t o b e c o n d u c t e d through s m a l l brushes
a n d r o t a t i n g slip rings. This i s in c o n t r a s t
t o t h e D C g e n e r a t o r w h e r e t h e c u r r e n t is
c a r r i e d through a r o t a t i n g c o m m u t a t o r and
brushes.
The Mando alternator (right), looks very much like
the Motorola (left), but is tested like a Delco-Remy.
T h e a l t e r n a t o r h a s a three- phase s t a t o r
winding. T h e windings a r e phased e l e c t r i -
cally 120' a p a r t . T h e r o t o r c o n s i s t s of a
f i e l d coil e n c a s e d b e t w e e n t w o four- o r six-
pole, i n t e r l e a v e d sections. This arrange-
m e n t produces a n e i g h t - o r twelve- pole
m a g n e t i c field, w i t h a l t e r n a t e n o r t h and
s o u t h poles. A s t h e r o t o r t u r n s inside t h e
s t a t o r a n a l t e r n a t i n g c u r r e n t (AC) i s induced
in t h e s t a t o r windings. This c u r r e n t i s
c h a n g e d i n t o D C ( r e c t i f i e d ) by silicon diodes
a n d t h e n s e n t t o t h e o u t p u t t e r m i n a l s of t h e
alternator.
Consider t h e silicon diode r e c t i f i e r s as
e l e c t r i c a l one- way valves. T h r e e of t h e
diodes a r e polarized o n e way a n d a r e press-
e d i n t o a n aluminum h e a t sink which is
grounded t o t h e slip ring e n d head. T h e
o t h e r t h r e e diodes a r e polarized t h e oppo-
s i t e way atld a r e pressed i n t o a similar h e a t
sink, which i s insulated f r o m t h e e n d h e a d
and connected t o t h e alternator output ter-
minal. S i n c e a diode h a s high r e s i s t a n c e t o
t h e flow of e l e c t r i c i t y in o n e d i r e c t i o n a n d
p a s s e s c u r r e n t with v e r y l i t t l e r e s i s t a n c e in
t h e opposite d i r e c t i o n , i t i s c o n n e c t e d in a
m a n n e r which a l l o w s c u r r e n t t o f l o w f r o m
t h e a l t e r n a t o r t o t h e b a t t e r y in a low-
r e s i s t a n c e direction.
T h e high r e s i s t a n c e in t h e opposite di-
r e c t i o n p r e v e n t s b a t t e r y c u r r e n t f r o m flow-
ing t o t h e a l t e r n a t o r , t h e r e f o r e , n o c i r c u i t
breaker (cutout) i s required between the
alternator and the battery.
T h e m a g n e t i s m l e f t in t h e r o t o r f i e l d
poles i s negligible. Thus, t h e field m u s t be
e x c i t e d by a n e x t e r n a l s o u r c e , t h e b a t t e r y .
T h e b a t t e r y is c o n n e c t e d t o t h e field wind-
ing through t h e ignition s w j t c h a n d t h e volt-
a g e regulator. T h e a l t e r n a t o r c h a r g i n g volt-
a g e i s r e g u l a t e d by v a r y i n g t h e f i e l d
s t r e n g t h . This i s c o n t r o l l e d by t h e v o l t a g e
Wire identification for a Mando alternator.
 © pdfmanualpublisher.com 2005 ALTERNATORS 6- 1 3

regulator. No c u r r e n t regulator is required t h e negative terminal of t h e good b a t t e r y

since t h e alternator has self- limiting cur-
r e n t characteristics.
ALTERNATOR PROTECTION
DURING SERVICE
The alternator is a n important and ex-
pensive piece of equipment on t h e boat.
Unless certain precautions a r e taken before
and during servicing, p a r t s of t h e a l t e r n a t o r
or t h e charging circuit may be damaged.
TAKE TIME t o review t h e following points
BEFORE servicing or troubleshooting t h e
charging system.
1- If t h e battery connections a r e revers-
ed, the diodes in t h e alternator will be
damaged. Check t h e b a t t e r y polarity with a
voltmeter before making any connections t o
be sure t h e connections correspond t o t h e
battery ground polarity.
2- The field circuit between t h e alterna-
tor and t h e regulator MUST NEVER BE
GROUNDED. If this circuit is grounded t h e
regulator will be damaged.
3- NEVER ground t h e alternator ouput
terminal while t h e engine is running o r shut
down because no circuit breaker is used, and
b a t t e r y current is applied t o t h e a l t e r n a t o r
output terminal at all times.
4- NEVER o p e r a t e the alternator on a n
open circuit with t h e field winding energiz-
ed, o r t h e unit will be DAMAGED.
5- NEVER a t t e m p t t o polarize t h e
alternator because i t is never necessary.
Any a t t e m p t t o polarize t h e alternator will
and t h e o t h e r end t o t h e ENGINE for a good
ground. By making t h e ground connection
on t h e engine, if t h e r e is a n a r c when you
make t h e connection i t will not be near t h e
battery. An a r c near t h e b a t t e r y could
cause a n explosion, destroying t h e b a t t e r y
and causing serious personal injury.
9- If i t is necessary t o use a f a s t -
charger on a dead b a t t e r y , ALWAYS discon-
n e c t one of t h e boat cables from t h e b a t t e r y
first, t o prevent burning out t h e diodes in
t h e alternator.
10- NEVER use a f a s t charger a s a
booster t o s t a r t t h e engine because t h e
diodes in t h e alternator will be DAMAGED.
CHARGING SYSTEM TROUBLESHOOTING
The following symptoms and possible
corrective actions will be helpful in restor-
ing a faulty charging system t o proper oper-
ation.
Alternator Fails To Charge
1- Drive belt loose or broken. Replace
and/or adjust.
2- Corroded o r loose wires o r connection
in t h e charging circuit. Inspect, clean, and
tighten.
3- Worn brushes o r slip rings. Replace
a s required.
4- Sticking brushes.
5- Open field circuit. T r a c e and repair.
6- Open charging circuit. Trace and
re~air.
- Red

result in DAMAGE t o t h e alternator, t h e

regulator, and t h e wiring.
1 2 V BATTERY
6- NEVER short t h e bending tool t o t h e
regulator base while adjusting t h e voltage,
r
Black
I f
I
T I
o r t h e unit will be DAMAGED. The bending
tool should be INSULATED with t a p e or a n
insulating plastic sleeve while making t h e
adjustment.
7- ALWAYS disconnect t h e b a t t e r y
ground s t r a p before replacing a n a1ternator v
ALTERNATOR
or connecting any m e t e r t o it.
8- If booster b a t t e r i e s a r e used for
starting a n engine t h e jumper cables must

I
be connected correctly and in t h e proper
sequence t o prevent damage t o either bat-
KEY SWITCH
tery, o r t o t h e alternator diodes.
ALWAYS connect a cable from t h e
positive terminal of t h e dead b a t t e r y t o t h e
1 Red
Gray

Schematic diagram for a charging system with m2

I
1
positive terminal of t h e good b a t t e r y FIRST. indicator light on the dashboard and a relay-type vol-
NEXT, connect one end of t h e other cable t o tage regulator installed.
6- 14 ELECTRICAL
© pdfmanualpublisher.com 2005

60 AMP

VOLTAGE IGNITION
SW l TCH
Functional diagram for hookup t o test the electrical Schematic diagram of the Prestolite charging sys
generating system. tem installed on OMC stem drive engines.

7- Open c i r c u i t in t h e s t a t o r windings. 5- High r e s i s t a n c e in t h e c h a r g i n g c i r -

8- O p e n r e c t i f i e r . R e p l a c e t h e unit. cuit. T r a c e a n d repair.
9- D e f e c t i v e regulator. Replace the 6- Open s t a t o r winding. R e p l a c e a l t e r -
unit. nator.
7- High r e s i s t a n c e in body-to-ground
lead. T r a c e a n d repair.
Alternator Charges Low or Unsteady
1- Drive b e l t loose o r broken. R e p l a c e Alternator Output Low and a Low Battery
and/or adjust. 1- Drive b e l t slipping. Adjust.
2- B a t t e r y c h a r g e t o o low. C h a r g e o r 2- High r e s i s t a n c e in t h e c h a r g i n g c i r -
replace the battery. cuit. T r a c e a n d repair.
3- D e f e c t i v e regulator. Replace the 3- S h o r t e d o r open- circuited r e c t i f i e r .
unit. Replace rectifier.
4- High r e s i s t a n c e a t t h e b a t t e r y t e r m i - 4- Grounded s t a t o r windings. R e p l a c e
nals. R e m o v e cables, c l e a n c o n n e c t o r s a n d alternator.
b a t t e r y posts, r e p l a c e a n d tighten.
Red

TRANSISTOR 1

-@
Schematic diagram for a charging system with an
KEY SWITCH

4 METER
KEY SWlT

Schematic diagram for a charging system with an

ammeter on the dashboard and a relay-type voltage ammeter on the dashboard and a transistor-type regula-
regulator installed. tor installed.
 © pdfmanualpublisher.com 2005
ALTERNATORS 6- 15

Alternator Output Too High - Battery 2- Alternator mounting loose. Tighten

Overcharged
1- Faulty voltage regulator. Replace.
2- Regulator base not grounded proper-
ly. C o r r e c t condition t o make good ground.
3- Faulty ignition switch. Replace.
Alternator Too Noisy
1- Worn, loose, or frayed drive belt.
Replace belt and adjust properly.
1 26
all mounting hardware securely.
3- Worn alternator bearings. Replace.
4- Interference between rotor f a n and
s t a t o r leads or rectifier. Check and cor-
rect.
5- Rotor or fan damaged. Replace.
6- Qpen or shorted rectifier. Replace.
7- Qpen or shorted winding in stator.
Replace.

1. Slip Ring Cover 15. Positive Rectifiers

2. Brush Set 16. Stator
3. Spring 17. Rotor and Bearing
4. Brush Holder 18.' Retaining Ring
5. Brush Holder Cover 19. Key
6. Back-up Plate 20. Retainer Plate
7. Insulating Washer 21. Bearing -

8. Slip Ring End Head 22. Drive End Head

9. Insulating Bushing 23. Spacer
10. Field Terminal Wire 24. Fan
and Stud 25. Pulley
11. Rectifier Plate 26. Cover
12. Battery Terminal Stud 27. Fuse and Lead (Shown without
13. Stud Potting Material)
14. Negative Rectifiers
Prestolite alternator with major parts identified.
6- 16 ELECTRICAL © pdfmanualpublisher.com 2005
Ammeter Fluctuates Constantly
High resistance connection in t h e alter-
nator or voltage regulator circuit. T r a c e
and repair.
6-1 1 SERVICING CHARGING SYSTEM
WITH SEPARATE REGULATOR
Trouble between t h e a l t e r n a t o r and t h e
regulator may be isolated as follows:
First, c o n n e c t one end of a jumper wire
t o t h e BAT terminal and t h e o t h e r e n d t o
t h e F (field) terminal.
If t h e charging system works with t h e
jumper wire in place, but n o t without i t ,
then t h e regulator is a t f a u l t and must be
replaced.
If t h e charging system does not o p e r a t e
with t h e jumper in place, then t h e alterna-
t o r is at fault and must be replaced. The
REGULATOR MUST be replaced any t i m e
t h e a l t e r n a t o r is replaced, because t h e regu-
lator will also be d e f e c t i v e a s evidenced by
i t s failure t o control t h e a l t e r n a t o r output
properly.
Regulator trouble is often caused by high
resistance in t h e charging circuit a t t h e
a m m e t e r or at t h e battery. Check both of
t h e s e a r e a s , and if corrosion is discovered,
t h e connection must be disassembled, clean-
e d , and then tightened securely t o prevent
recurrence of t h e problem.
DISASSEMBLING
Remove t h e nuts, washers, and cover
from t h e t o p of t h e brush holder. Remove
(CHECK FOR GROUNDS)
OHMMETER
CONDENSER
OHMMETER
(CHECK FOR SHORTS AND OPENS)
t h e studs and t h e brush-and-spring assemb-
lies. Remove t h e screws securing t h e brush
holder t o t h e end f r a m e , and then remove
t h e brush holder.
Scribe a mark on both end f r a m e s and
matching marks on t h e s t a t o r a s a n aid t o
properly assembling t h e parts.
Remove t h e four through-bolts. Separ-
ate t h e drive end f r a m e and rotor assembly
from t h e s t a t o r by CAREFULLY prying w i t h
a screwdriver at t h e slot in t h e s t a t o r
frame. NEVER pry anywhere e x c e p t a t t h e
slot or t h e castings will be damaged.
Cover both sides of t h e bearing on t h e
end f r a m e and t h e bearing s u r f a c e with t a p e
a s a prevention from damaging them.
CLEANING AND TESTING
The following procedures a r e keyed by
number t o matching illustrations as a n aid in
performing t h e work.
ROTOR
1- Check t h e rotor windings for a short
o r ground: C o n n e c t a n o h m m e t e r between
o n e brush slip ring and t h e shaft. The m e t e r
must indicate a n open circuit on t h e R-100
scale. Check t h e rotor windings for conti-
nuity: Connect t h e o h m m e t e r between t h e
t w o slip rings, and t h e reading should be 6
ohms for a 42-ampere a l t e r n a t o r rotor, o r
4.5 ohms f o r a 32-ampere rotor.
DIODES
2- Each diode must be t e s t e d t o be s u r e
i t i s n o t open or shorted. Check t h e t h r e e
diodes in t h e h e a t sink: Disconnect t h e
BRUSH HOLDER
ASSEMBLY RELAY LEAD
HEAT
SINK
LEADATTACHINGNUTS
 ALTERNATORS 6- I7
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(CHECK FOR OPENS)

OHMMETER OHMMETER
(CHECK FOR OPENS) (CHECK FOR GROUNDS)
OHMMETER OHMMETER

s t a t o r l e a d s a n d test e a c h diode w i t h o n e
o h m m e t e r probe on t h e h e a t sink a n d t h e
o t h e r o n t h e disconnected diode t e r m i n a l .
N o t e t h e reading, a n d t h e n r e v e r s e t h e test
l e a d s a n d a g a i n n o t e t h e reading. If o n e
r e a d i n g i s high and t h e o t h e r low, t h e diode
i s s a t i s f a c t o r y . If both readings a r e z e r o o r
infinity, t h e diode i s d e f e c t i v e a n d m u s t b e
replaced.
3- C h e c k t h e t h r e e diodes in t h e e n d
f r a m e : C o n n e c t t h e o h m m e t e r in t h e s a m e
m a n n e r as f o r t h e previous test E X C E P T
c o n n e c t o n e test lead t o t h e e n d f r a m e
i n s t e a d of t h e h e a t sink. N o t e t h e reading,
then reverse t h e leads and again note t h e
reading. T h e r e s u l t s should be t h e s a m e as
t h e previous test.
STATOR
4- T h e s t a t o r is n o t c h e c k e d f o r s h o r t s
d u e t o t h e v e r y low r e s i s t a n c e of t h e wind-
ings. N e i t h e r a r e c h e c k s of t h e d e l t a s t a t o r
f o r o p e n s b e c a u s e t h e windings a r e c o n n e c t -
e d in parallel.
C h e c k s t h a t a r e m a d e on t h e s t a t o r m u s t
b e m a d e w i t h a l l of t h e diodes d i s c o n n e c t e d
from the stator.
C h e c k t h e Y- connected s t a t o r f o r o p e n
circuits: C o n n e c t a n o h m m e t e r o r test l i g h t
a c r o s s a n y t w o pair of terminals. If t h e
o h m m e t e r r e a d i n g i s high, o r if t h e test
l i g h t f a i l s t o c o m e on, t h e r e i s a n o p e n in
t h e winding.
Both t y p e s of s t a t o r winding c a n b e
c h e c k e d f o r grounds by c o n n e c t i n g a n ohm-
m e t e r o r test l i g h t f r o m e i t h e r t e r m i n a l t o
BOLT
\ BLACK INSULATOR

LOCKWASHER

FLAT WASHER

END FRAME

Exploded v i e w showing all parts of t h e h e a t sink.

 6- 18 ELECTRICAL
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12V B A T T E R Y

Blark
Red
Red

12V. B A T T E R Y I

/. -
OIL PRESSURE

Block
-

9o+--i
K E Y SWITCH

VOLTAGE
Red Wht. Red 1
FUSE BLOCK

Schematic diagram of an alternator with an integral

regulator and a harness length over 20 feet.

t h e s t a t o r f r a m e . If t h e o h m m e t e r r e a d s
low o r if t h e l a m p c o m e s on, t h e windings Schematic diagram o f an alternator with an integral
a r e grounded. regulator a W a harness length less than 20 feet.
If a l l of t h e tests c h e c k o u t s a t i s f a c t o r i -
s c r e w d r i v e r NO MORE THAN ONE-INCH
ly, b u t t h e a l t e r n a t o r s t i l l f a i l s t o m e e t i t s
i n t o t h e test hole in t h e slip ring e n d f r a m e .
r a t e d o u t p u t , a s h o r t e d Y- connected o r del-
NEVER i n s e r t t h e s c r e w d r i v e r m o r e t h a n
ta s t a t o r winding, o r a n open d e l t a winding, I", b e c a u s e you will c o n t a c t t h e r o t o r a n d
m a y be t h e cause. DESTROY THE ALTERNATOR.
With t h e s c r e w d r i v e r in p l a c e , t h e f i e l d
6 1 2 SERVICING CHARGING SYSTEM winding i s grounded and t h e r e g u l a t o r i s
WITH INTEGRAL REGULATOR bypassed. If t h e a l t e r n a t o r c h a r g e s w i t h t h e
s c r e w d r i v e r in place, t h e r e g u l a t o r is d e f e c -
A l t e r n a t o r s w i t h a n i n t e g r a l solid- state
t i v e a n d m u s t b e replaced. If t h e a l t e r n a t o r
regulator installed a r e easily identified by d o e s n o t c h a r g e w i t h t h e s c r e w d r i v e r in
a n explosion- resistant s c r e e n at e a c h end place, then t h e alternator is defective and
frame.
m u s t b e r e p a i r e d o r replaced.
Trouble b e t w e e n t h e a l t e r n a t o r and t h e
WHENEVER t h e a l t e r n a t o r i s r e p a i r e d o r
r e g u l a t o r m a y b e isolated as follows:
replaced, t h e regulator must be replaced
S t a r t t h e engine.
b e c a u s e i t i s a l s o d e f e c t i v e , as e v i d e n c e d by
CAUTION: Water must circulate through its failure t o control t h e alternator output
t h e lower unit to the engine any time the en- properly.
gine is run to prevent damage to the water
pump in the lower unit. Just five seconds
without water will damage the water pump.
Now, w i t h t h e e n g i n e running, CARE-
FULLY AND SLOWLY i n s e r t a s m a l l bladed
WATER PUMP
PULLEY

' PIVOT BOLT ....

Exterior view of an alternator with an integral
Checking for proper drive belt tension. regulator.
 © pdfmanualpublisher.com 2005
Removing the alternator pulley.
Many times, t h e c a u s e of a d e f e c t i v e
regulator is a high resistance connection in
t h e charging circuit, at t h e a m m e t e r , o r at
t h e battery. Each of t h e s e a r e a s should be
checked and serviced thoroughly t o prevent
repetition of t h e trouble. Disassemble t h e
connection, clean, and then tighten it.
DISASSEMBLING
Remove t h e four through-bolts, and then
t a k e off t h e cover. Secure a 5/16" Allen
wrench in a vise, a s shown in t h e accom-
panying illustration.
Now, slide t h e a l t e r n a t o r s h a f t over t h e
exposed end of t h e Allen wrench. Use a
15/16" box-end wrench t o loosen, and then
remove t h e end nut, washer, pulley, fan,
collar, drive-end f r a m e , and collar from t h e
rotor shaft.
CAREFULLY pull t h e rotor assembly
from t h e slip-ring end f r a m e , and TAKE
CARE n o t t o lose t h e brush springs. Cover
(CHECK FOR GROUNDS)
OHMMETER
OHMMETER
(CHECK FOR SHORTS AND OPENS)
ALTERNATORS 6- 1 9
t h e slip-ring end f r a m e with t a p e t o k e e p
d i r t o u t of t h e bearing. Cover t h e slip rings
with t a p e also as a precaution against scar-
ing them. NEVER use friction tape, which
leaves a gummy deposit which is very diffi-
c u l t t o remove.
CLEANING AND TESTING
The following procedures a r e keyed by
number t o matching illustrations as a n aid in
performing t h e work.
ROTOR
1- Check t h e rotor windings for a short
or ground: C o n n e c t a n o h m m e t e r between
one brush slip ring and t h e shaft. If t h e
m e t e r does n o t show a n open c i r c u i t on t h e
R-100 scale t h e r e i s a short in t h e rotor
windings. - Check t h e rotor windings f o r
continuity: C o n n e c t t h e o h m m e t e r between
t h e t w o slip rings, and a normal reading of
2.6 ohms will indicate t h e rotor coil is
serviceable.
STATOR
2- The s t a t o r is not checked f o r shorts
due t o t h e very low resistance of t h e wind-
ings. Neither a r e checks of t h e d e l t a s t a t o r
for opens because t h e windings a r e connect-
e d in parallel.
Checks t h a t a r e m a d e on t h e s t a t o r
must be m a d e with all of t h e diodes discon-
nected from the stator.
(CHECK FOR OPENS)
OHMMETER OHMMETER
(CHECK FOR OPENS) (CHECK FOR GROUNDS)
6-20 ELECTRICAL © pdfmanualpublisher.com 2005

If all of t h e tests check o u t satisfactor-

ily, but t h e alternator still fails t o m e e t i t s
r a t e d output, a shorted Y-connected or del-
ta s t a t o r winding, or a n open delta winding,
may be t h e cause.

CONNECT TO RAT
10 THREADED STUD
u
OHMMETER
Check t h e Y-connected s t a t o r for open
circuits: Connect a n ohmmeter or test light
across any two pair of terminals. If t h e
ohmmeter reading is high, or if t h e test
light fails t o come on, t h e r e is an open in
t h e winding.
Both types of s t a t o r winding can be
checked for grounds by connecting a n ohm-
meter or test light from either terminal t o
t h e s t a t o r frame. If t h e ohmmeter reads
low or if t h e lamp comes on, t h e windings
a r e grounded.
OHMMETER OHMMETER
RECTIFIER BRIDGE
3- First, set t h e ohmmeter scale t o R-
100. Next, connect one test lead t o t h e
grounded h e a t sink and t h e other t e s t lead
t o one of t h e t h r e e terminals. N OW, note
t h e reading on t h e scale. Reverse t h e test
leads, and again note t h e reading. If both
readings a r e z e r o or very high, t h e rectifier
bridge is defective. If one of t h e readings is
high and t h e other low, t h e rectifier checks
out for service.
R e p e a t t h e t e s t s between t h e grounded
h e a t sink and t h e other t w o terminals, and
then between t h e insulated h e a t sink and
e a c h of t h e t h r e e terminals. When you a r e
finished, you should have made a total of six
tests, with two readings during e a c h test.
DIODE TRIO
4- Remove t h e diode trio by removing
t h e attaching bolts and nuts. Set t h e ohm-
m e t e r scale t o R-100. Check each diode for
a short or open by f i r s t connecting one test
lead t o a single connector, of t h e t h r e e
connectors, and then noting t h e reading on
t h e scale. Now, reverse t h e test leads, and
again note t h e reading. If both readings a r e
zero or very high, t h e diode is defective. If
o n e reading is low and t h e other is high, t h e
diode checks o u t for service.
R e p e a t e a c h test for e a c h of t h e other
two connectors, taking t w o readings during
e a c h test for a t o t a l of six readings. Re-
place t h e diode trio if any one diode fails t o
check out.
SINGLE CONNECTOR

OHMMETER
Ohmmeter hookups for testing. THREE CONNECTORS U
 © pdfmanualpublisher.com 2005 STARTERS 6-2 I

6-13 CRANKING SYSTEM

The cranking system includes t h e s t a r t e r

and drive, battery, solenoid, ignition switch,
and t h e required cables and wires t o connect
t h e p a r t s f o r e f f i c i e n t operation. A neutral-
s t a r t switch t o prevent operation of t h e
s t a r t e r unless t h e shift selector lever i s in Functional diagram of a typical cranking circuit.
t h e NEUTRAL position, is installed in t h e
shift box on all boats.
The Delco-Remy, Autolite, and Presto-
l i t e cranking motors (starters) a r e used on ALWAYS TAKE TIME TO VENT THE
most marine engine installations. The BILGE WHEN MAKING ANY OF THE
Delco-Remy s t a r t e r has a solenoid mounted TESTS AS A PREVENTION AGAJNST IGNI-
on t h e field coil housing. The Autolite and TING ANY FUMES ACCUMULATED IN
Prestolite units have s e p a r a t e solenoids. THAT AREA. AS A FURTHER PRECAU-
Detailed, illustrated service procedures TION, REMOVE THE HIGH-TENSION WIRE
a r e given in t h e following sections for e a c h FROM THE CENTER OF THE DISTRIBU-
starter. TOR CAP AND GROUND IT SECURELY TO
PREVENT SPARKS.

6-14 CRANKING SYSTEM All s t a r t e r problems fall into one of

TROUBLESHOOTING t h r e e problem areas:
1- The s t a r t e r fails t o turn.
Regardless of how or where t h e solenoid 2- The s t a r t e r spins rapidly, but does n o t
is mounted, t h e basic circuits of t h e starting crank t h e engine.
system on all makes of cranking motors a r e 3- The s t a r t e r cranks t h e engine, but too
t h e s a m e and similar tests apply. In t h e slowly.
following testing and troubleshooting proce-
dures, t h e differences a r e noted. The following paragraphs provide a logi-
c a l sequence of tests designed t o isolate a
problem in t h e cranking system.
ENGINE
CRANKS
SLOWLY

t TEST A N D RECHARGE
OR REPLACE BATTERY

t TEST AND RECHARGE

t CHECK EXTERNAL CIRCUIT

VOLTAGE DROP

t
OR REPLACE BATTERY

CHECK STARTER RELAY

L7--J
RELAY CLICKS

tE +
N O T CLICK
TEST STARTER CLEAN A N D TIGHTEN
UNDER LOAD CONNECTIONS,
REPLACE CABLES OR 1CHECK IGNITION SWITCHI CHECK STARTER

t
RELAY, IF NECESSARY A N D STARTER RELAY A N D
TEST STARTER INSPECT WIRING. REPAIR
AT N O LOAD TROUBLE OVER
OR REPLACE.
CONNECT JUMPER ACROSS
TROUBLE O V E R TROUBLE O V E R - STARTER RELAY
I CRANKING CURRENT I
H l G H AND N O LOAD
CURRENT NORMAL ENGINE DOES ENGINE
LOW. OR N O N O T CRANK CRANKS
LORD' CURRENT
ENGINE FRICTION HIGH OR L O W
EXCESSIVE CHECK CONNECTIONS AND CABLES, REPLACE
DETERMINE CAUSE CHECK FOR LOCKED STARTER-DRIVE RELAY
AND REPAIR REPLACE STARTER OR HYDROSTATIC LOCK.
REPAIR OR REPLACE.
TROUBLE O V E R
TROUBLE O V E R TROUBLE O V E R
TROUBLE O V E R
Engine Cranks Slowly Engine Will Not Crank
6-22 ELECTRICAL
© pdfmanualpublisher.com 2005
The procedures a r e keyed by number
t o matching numbered illustrations a s a n aid
in performing t h e work.
BATTERY TEST
1- Turn on several of t h e cabin lights.
Now, turn t h e ignition switch t o t h e START
position and note t h e reaction t o t h e bright-
ness of t h e lights.
With a normal electrical system, t h e
light will dim slightly and t h e s t a r t e r will
crank t h e engine at a reasonable rate. If
t h e lights dim considerably and t h e engine
does not turn over, one of several causes
may be at fault.
a- If t h e lights go out completely, or
dim considerably, t h e battery charge is low
or almost dead. The o b v i o ~ ~remedy
s is t o
charge t h e battery; switch over t o a secon-
dary battery if one is available; or t o re-
place i t with a known fully charged one.
b- If t h e starting relay clicks, sounding
similar t o a machine gun firing, t h e b a t t e r y
charge is too low t o keep t h e starting relay
engaged when t h e s t a r t e r load is brought
into t h e circuit.
c- If t h e s t a r t e r spins without cranking
t h e engine, t h e drive is broken. The s t a r t e r
will have t o be removed f o r repairs.
d- If t h e lights d o not dim, and t h e
s t a r t e r does not operate, then t h e r e is a n
open circuit. Proceed t o T e s t 2, C a b l e
Connection Test.
CABLE CONNECTION TEST
2- If t h e s t a r t e r fails t o o p e r a t e and t h e
lights do not dim when t h e ignition switch is
turned t o START, t h e f i r s t a r e a t o check is
t h e connections at t h e battery, starting re-
lay, s t a r t e r , and neutral- safety switch.
First, remove t h e cables at t h e battery;
clean t h e connectors and posts; replace t h e
cables; and tighten them securely.
Now, try t h e starter. If it still fails t o
crank t h e engine, t r y moving t h e shift box
selector lever from NEUTRAL t o FOR-
WARD t o determine if t h e neutral- safety
switch is out of adjustment or t h e electrical
connections need attention.
Sometimes, a f t e r working the shift lever
back-and-forth and perhaps a bit sideways,
the neutral-switch connections may be tem-
porarily restored and t h e engine can be
started. Disconnect the leads; clean the
connectors and terminals on the switch;
replace the leads; and tighten them securely
a t t h e first opportunity.
If the s t a r t e r still fails to crank the
engine, move on t o T e s t 3, Solenoid Test.
SOLENOID TEST
3- The solenoid, commonly called t h e
starting relay, is checked by directly bridg-
ing between t h e terminal from t h e battery
(the large heavy one) t o t h e terminal from
t h e ignition switch.
 © pdfmanualpublisher.com 2005 STARTERS 6-23

TAKE EVERY PRECAUTION TO

ENSURE THERE ARE NO GASOLINE
FUMES IN THE BILGE BEFORE MAKING
THESE TESTS.
If a bilge blower is installed, o p e r a t e it
f o r at least f i v e m i n u t e s t o c l e a r a n y f u m e s
a c c u m u l a t e d in t h e bilge.
Turn t h e ignition s w i t c h t o t h e START
position. Now, bridge b e t w e e n t h e b a t t e r y
l e a d t e r m i n a l a n d t h e ignition l e a d t e r m i n a l
w i t h a v e r y heavy p i e c e of wire. If t h e
r e l a y o p e r a t e s , t h e t r o u b l e i s in t h e c i r c u i t Functional diagram of hookup for various voltage
t o t h e ignition switch. If t h e s t a r t e r s t i l l tests outlined in the text.
f a i l s t o o p e r a t e , c o n t i n u e w i t h T e s t 4, Cur- e x c e s s i v e r e s i s t a n c e in t h e c r a n k i n g circuit.
r e n t D r a w Test. T h e following c h e c k s c a n b e p e r f o r m e d
w i t h t h e s t a r t e r i n s t a l l e d on t h e e n g i n e in
CURRENT DRAW TEST t h e boat.
4- Lay a n a m p e r a g e g a u g e on t h e c a b l e
between the battery and t h e starter.
A t t e m p t t o crank t h e engine and note t h e T e s t t h e b a t t e r y a n d bring i t up to a full
c u r r e n t d r a w reading of t h e a m p e r a g e g a u g e c h a r g e , if necessary. GROUND t h e distrib-
under load. T h e c u r r e n t d r a w should n o t utor p r i m a r y lead t o p r e v e n t t h e e n g i n e
e x c c e d 190 a m p e r e s . f r o m firing during t h e following checks.
1- M e a s u r e t h e v o l t a g e d r o p during
CHECKING CRANKING CIRCUIT c r a n k i n g b e t w e e n t h e positive b a t t e r y p o s t
RESISTANCE and t h e b a t t e r y l e a d t e r m i n a l of t h e sole-
noid.
If t h e s t a r t e r t u r n s v e r y slowly o r n o t a t 2- M e a s u r e t h e v o l t a g e d r o p during
all, o r if t h e solenoid f a i l s t o e n g a g e t h e cranking between the battery lead terminal
s t a r t e r with t h e flywheel, t h e c a u s e m a y b e of t h e solenoid a n d t h e m o t o r l e a d t e r m i n a l
of t h e solenoid.
3- Measure t h e v o l t a g e d r o p during
cranking between t h e negative battery post
and t h e s t a r t e r m o t o r f r a m e .
If t h e v o l t a g e d r o p during a n y of t h e
previous t h r e e t e s t s i s m o r e t h a n 0.2 volt,
e x c e s s i v e r e s i s t a n c e i s i n d i c a t e d in t h e c i r -
c u i t being c h e c k e d . T r a c e a n d c o r r e c t t h e
c a u s e of t h e r e s i s t a n c e .
4- If t h e solenoid f a i l s t o pull in, t h e
problem m a y b e d u e t o e x c e s s i v e high vol-
t a g e d r o p in t h e solenoid c i r c u i t . T o c h e c k
v o l t a g e d r o p in this c i r c u i t , m e a s u r e t h e
v o l t a g e d r o p during cranking, b e t w e e n t h e
b a t t e r y t e r m i n a l of t h e solenoid a n d t h e
s w i t c h t e r m i n a l of t h e solenoid. If t h e
v o l t a g e d r o p i s m o r e t h a n 2.5 volts, t h e
r e s i s t a n c e i s e x c e s s i v e in t h e solenoid c i r -
cuit.
5- If t h e v o l t a g e d r o p is n o t m o r e t h a n
2.5 v o l t s a n d t h e solenoid d o e s n o t pull in,
measure t h e voltage available between t h e
s w i t c h t e r m i n a l of t h e solenoid a n d t h e
s t a r t e r m o t o r f r a m e (ground). T h e solenoid
should pull in w i t h 8.0 v o l t s a t t e m p e r a t u r e s
up t o 200'~. If i t d o e s n o t pull in, r e m o v e
t h e s t a r t e r m o t o r a n d test t h e solenoid.
6-24 ELECTRICAL
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AUTOLITE AND PRESTOLITE CRANKING A t t e m p t t o crank t h e engine as describ-

SYSTEM VOLTAGE TESTS e d in T e s t 1, a n d n o t e t h e voltage drop. If
t h e voltage drops m o r e than 0.1 volt, t h e
Even though t h e s t a r t e r c a n n o t be t e s t e d s t a r t e r is drawing t o o much c u r r e n t because
a c c u r a t e l y while i t is mounted on t h e en- t h e cable is t o o thin, o r t h e connection at
gine, several t e s t s c a n be made for excess- t h e relay i s corroded. C l e a n a n d tighten t h e
i v e resistance in t h e cranking system cir- connection or replace t h e cable.
cuits. The following four t e s t s a r e designed TEST 3
t o isolate excessive resistance with t h e sys- Voltage Drop Across the Contacts Inside
t e m under load. the Starter Relay:
TAKE EVERY PRECAUTION TO Leave t h e positive lead of t h e voltmeter
ENSURE THERE ARE NO GASOLINE connected t o t h e positive b a t t e r y post.
FUMES IN THE BILGE BEFORE MAKING C o n n e c t t h e negative lead of t h e voltmeter
THESE TESTS. t o t h e s t a r t e r terminal of t h e s t a r t e r relay,
If a bilge blower is installed, o p e r a t e i t a s shown. A t t e m p t t o crank t h e engine as
for at l e a s t five minutes t o c l e a r a n y f u m e s described in T e s t I and n o t e t h e voltage
accumulated in t h e bilge. drop. If t h e voltage drop is more than 0.3
REMOVE THE HIGH-TENSION WIRE volt, t h e s t a r t e r relay must be replaced
FROM THE CENTER O F THE DISTRIBU- because t h e c o n t a c t s a r e burned.
TOR AND GROUND IT BEFORE MAKING -
ANY O F THE FOLOWING TESTS. TEST 4
The circled numbers on t h e accompany- Voltage Drop Between the Negative Bat-
ing illustration a r e keyed t o t h e tests and tery Post and t h e Engine Ground:
indicate t h e connection for t h e v o l t m e t e r Connect t h e positive lead of t h e volt-
leads. m e t e r t o a GOOD engine ground. Do n o t
a t t e m p t t o obtain a good ground on a paint-
Tl3T 1 e d surface. C o n n e c t t h e negative lead of
Voltage Drop Across the Battery Termi- t h e voltmeter t o t h e negative b a t t e r y post.
nal Cable and Post: A t t e m p t t o c r a n k t h e engine as described in
-
C o n n e c t t h e positive lead of t h e volt-
m e t e r t o t h e positive post of t h e b a t t e r y
and t h e negative lead of t h e voltmeter t o
t h e b a t t e r y terminal of t h e s t a r t e r . Have a
partner turn t h e ignition switch t o START
and n o t e t h e reading of t h e voltmeter. If a
partner is not available, c o n n e c t a r e m o t e
s t a r t e r c a b l e switch between t h e S and
b a t t e r y terminals of t h e s t a r t e r relay.
If t h e reading i s m o r e t h e 0.5 volt, t h e r e
is a high-resistance connection between t h e
b a t t e r y post and t h e cable. The b a t t e r y
post is t h e f i r s t place f o r corrosion t o form
d u e t o t h e high corrosive n a t u r e of t h e
b a t t e r y e l e c t r o l y t e (acid).
Remove both b a t t e r y c a b l e connectors;
clean t h e connectors and t h e b a t t e r y posts
thoroughly; replace t h e connectors; and
tighten t h e m securely.
NEGATIVE LEAD
TEST 2
Voltage Drop In the Battery Cable to
Starter Relay:
Leave t h e positive lead of t h e voltmeter
connected t o t h e positive post of t h e bat-
tery. C o n n e c t t h e negative lead of t h e
--
v o l t m e t e r t o t h e b a t t e r y terminal of t h e -

Functional diagram of hookup for various tests of an

s t a r t e r relay. Do not c o n n e c t i t t o t h e Autolite or Prestolite starting system. The numbers
cable, but directly t o t h e terminal. are identified in the text.
 © pdfmanualpublisher.com 2005
Test 1 and n o t e t h e voltage drop. If t h e
voltage drop i s m o r e than 0.1 volt, t h e
negative b a t t e r y post or t h e cable connec-
t o r i s corroded and must be cleaned and t h e
connector tightened securely. One other
possibility i s paint between t h e engine and
t h e cable. Remove t h e cable, s c r a p e t h e
paint a w a y t o b a r e metal, c o n n e c t t h e c a b l e
again and r e p e a t t h e test.
6-15 DELCO-REMY STARTER
DESCRIPTION AND OPERATION
Delco-Remy s t a r t e r s consist of a set of
field coils positioned over pole pieces, which
a r e a t t a c h e d t o t h e inside of a heavy iron
frame. An a r m a t u r e , a n overrunning c l u t c h
drive mechanism, and a solenoid a r e includ-
e d inside t h e iron frame.
T h e a r m a t u r e consists of a series of iron
laminations placed over a s t e e l shaft, a
c o m m u t a t o r , and t h e a r m a t u r e winding.
The windings a r e heavy copper ribbons
assembled into slots in t h e iron laminations.
The ends of t h e windings a r e soldered o r
welded t o t h e c o m m u t a t o r bars. These bars
a r e electrically insulated from e a c h o t h e r
and f r o m t h e iron shaft.
An overrunning clutch drive a r r a n g e m e n t
i s installed near one end of t h e s t a r t e r
shaft. This c l u t c h drive assembly contains a
pinion which i s m a d e t o move along t h e
CONTACT
FINGER PLUNGER
ULATED BRUSH HOLDER
Cross-section view of a cranking motor.
DELCO-REMY STARTER 6-25
Starter armature and clutch assembly.
s h a f t by means of a s h i f t lever t o engage
t h e engine ring g e a r for cranking. The
relationship between t h e pinion gear and t h e
ring g e a r on t h e engine flywheel provides
sufficient gear reduction t o , m e e t cranking
requirement speed for starting.
The overrunning c l u t c h drive has a shell
a n d sleeve assembly, which is splined intern-
ally t o m a t c h t h e spiral splines on t h e
a r m a t u r e shaft. The pinion is located inside
t h e shell. Spring-loaded rollers a r e also
inside t h e shell a n d t h e y a r e wedged a g a i n s t
t h e pinion and a t a p e r inside t h e shell.
Some s t a r t e r s use helical springs and o t h e r s
use accordion type springs. Four rollers a r e
used. A collar and spring, located over a
sleeve c o m p l e t e s t h e major p a r t s of t h e
clutch mechanism.
When t h e solenoid i s energized and t h e
shift lever operates, i t moves t h e collar
endwise along t h e shaft. The spring assists
SOLENOID
1 RETURN SPRING
6-26 ELECTRICAL © pdfmanualpublisher.com 2005
COVER
r assembly. NEVER wash the clutch assembly in solvent
l NSULATED
WASHERS
Arrangement of external parts o f a starter solenoid.
movement of t h e pinion into mesh with t h e
ring gear on t h e flywheel. If t h e t e e t h on
t h e pinion fail t o mesh for just an instant
with the t e e t h on t h e ring gear, t h e spring
compresses until t h e solenoid switch is clos-
ed; current flows t o t h e armature; t h e arm-
a t u r e rotates; t h e spring is still pushing on
t h e pinion; t h e pinion t e e t h mesh with t h e
ring gear; and cranking begins.
Torque is transfered from t h e shell t o
t h e pinion by t h e rollers, which a r e wedged
tightly between t h e pinion and t h e taper c u t
into t h e t h e inside of t h e shell. When t h e
engine starts, t h e ring gear drives t h e pinion
faster than t h e armature; t h e rollers move
away from t h e taper; t h e pinion overruns
t h e shell; t h e return spring moves t h e shift
lever back; t h e solenoid switch is opened;
current is cutoff t o t h e armature; t h e pinion
moves out of mesh with t h e ring gear; and
t h e cranking cycle is completed. The s t a r t
switch should be opened immediately when
t h e engine s t a r t s t o prevent prolonged over-
run. START SWITCH
L.
NEUTRAL SAFETY SWITCH\4,.-.- k.$
PLUNGER
Functional diagram of the starter solenoid circuit.
Principle parts of the starter armature and clutch
or the lubricant will dissolve causing the unit to seize.
.I'a
C
!
SERVICING DELCO-REMY STARTERS
The s t a r t e r is usually installed in a n
inaccessible location. For this reason t h e
s t a r t e r drive-end bushing receives l i t t l e or
no lubrication. For lack of lubrication, t h e
drive-end bushing wears; t h e a r m a t u r e drops
down and rubs against t h e field pole pieces;
internal drag is created; and t h e output
torque of t h e s t a r t e r is reduced.
The commutator- end bushing is more
accessible and therefore, may receive t o o
much lubrication. The commutator becomes
covered with oil; this oil insulates t h e com-
mutator f r o m t h e brushes; resistance is in-
creased; and t h e efficiency of the cranking
system is reduced.
Service on t h e s t a r t e r consists of replac-
ing defective switches, bushings, brushes,
and turning t h e commutator t o make i t true.
TESTING DELCO-REMY STARTERS
The following paragraphs provide a
logical sequence of tests designed t o isolate
a defective part in t h e starter.
I
RETURN
SPR lNG
Arrangement of the drive housing and related parts.
 © pdfmanualpublisher.com 2005
DELCO-REMY 6-27

COMMUTATOR +

END FRAME

Exploded view of the Delco-Rerny starter with principle parts identified.

6-28 ELECTRICAL © pdfmanualpublisher.com 2005

The procedures and suggestions a r e

keyed by number t o matching numbered
illustrations a s a n aid in performing t h e
work.

1- Make c o n t a c t with one probe of a

t e s t light on e a c h end of t h e field coils
connected in series. If t h e t e s t light fails t o
c o m e on, t h e r e is a n open in t h e field coils
and repair or r e p l a c e m e n t is required.
2- Disconnect t h e shunt coil o r coil
ground. Make c o n t a c t with one probe of
t h e test light on t h e connector s t r a p and on
t h e field f r a m e with t h e o t h e r probe. If t h e
test light c o m e s on, t h e field coils a r e
grounded and t h e d e f e c t i v e coils must b e
repaired or replaced.
3- Disconnect t h e shunt coil grounds.
Make c o n t a c t with o n e probe of t h e t e s t
light on e a c h end of t h e shunt coil, o r coils.
If t h e light fails t o c o m e on, t h e shunt coil
is open and must b e repaired or replaced.
4- ALWAYS r e p l a c e t h e drive- end bush-
ing during a s t a r t e r overhaul.

FIELD COILS
 © pdfmanualpublisher.com 2005
5- T r u e t h e c o m m u t a t o r , if n e c e s s a r y , in
a l a t h e . NEVER u n d e r c u t t h e m i c a b e c a u s e
t h e brushes a r e h a r d e r t h a n t h e insulation.
C h e c k t h e a r m a t u r e f o r a s h o r t c i r c u i t by
placing i t o n a growler a n d holding a h a c k
s a w blade over t h e a r m a t u r e c o r e while t h e
a r m a t u r e i s r o t a t e d . If t h e s a w b l a d e vi-
brates, t h e a r m a t u r e is shorted. Clean
b e t w e e n t h e c o m m u t a t o r bars, a n d t h e n
c h e c k a g a i n on t h e growler. If t h e s a w
b l a d e s t i l l vibrates, t h e a r m a t u r e m u s t b e
replaced.
BRUSH HOLDER
/I
DELCO-REMY 6-29
SNAP
RING,
I
F
RETAINER @
6- M a k e c o n t a c t w i t h o n e p r o b e of t h e
test l i g h t o n t h e a r m a t u r e c o r e o r s h a f t a n d
t h e o t h e r p r o b e on t h e c o m m u t a t o r . If t h e
l i g h t c o m e s o n , t h e a r m a t u r e i s grounded
a n d m u s t b e replaced.
7- Wash t h e brush holder in solvent, a n d
t h e n blow i t d r y w i t h c o m p r e s s e d air. U s e
t h e test light t o v e r i f y t w o of t h e brush
holders a r e grounded a n d t w o a r e insulated.
8- T h e overrunning c l u t c h i s s e c u r e d t o
t h e a r m a t u r e by a s n a p ring. This ring m a y
b e r e m o v e d if t h e c l u t c h r e q u i r e s r e p l a c e -
m e n t . NEVER wash a n overrrunning c l u t c h
in s o l v e n t o r t h e l u b r i c a n t will b e disolved;
t h e c l u t c h will fail; t h e e n g i n e will d r i v e t h e
c r a n k i n g m o t o r a r m a t u r e at high speed; t h e
windings will b e thrown o u t by c e n t r i f u g a l
f o r c e ; a n d t h e a r m a t u r e will b e destroyed.
9- C h e c k t h e c l e a r a n c e b e t w e e n t h e
pinion a n d t h e r e t a i n e r . NEVER u s e a 12-
v o l t b a t t e r y while m a k i n g t h i s c h e c k o r t h e
a r m a t u r e will turn. Using a 6-VOLT bat-
t e r y , e n e r g i z e t h e solenoid coil; push t h e
PRESS ON CLUTCH
A S S H O WN T O
.,, TAKE UP MOVEMENT
I PINION
I
'JER
6-30 ELECTRICAL
© pdfmanualpublisher.com 2005

pinion back t o t a k e up t h e slack; a n d meas-

u r e t h e c l e a r a n c e w i t h a f e e l e r gauge. If
t h e c l e a r a n c e i s n o t b e t w e e n 0.010" a n d
0.1 4Ol1, t h e solenoid i s n o t properly installed,
o r t h e linkage i s worn.

ASSEMBLING A DELCO REMY

A f t e r a l l p a r t s h a v e been c l e a n e d , test-
e d , a n d r e p l a c e m e n t s obtained, t h e s t a r t e r
i s ready t o b e assembled.
T h e following i n s t r u c t i o n s a r e n u m b e r e d
a n d m a t c h e d t o n u m b e r e d i l l u s t r a t i o n s as a n
a i d i n p e r f o r m i n g t h e work.
Now, t a p on t h e wood block w i t h a
h a m m e r t o f o r c e t h e s n a p ring o v e r t h e e n d
of t h e shaft. Slide t h e s n a p ring down i n t o
t h e groove. Assemble t h e t h r u s t c o l l a r o n t o
t h e s h a f t w i t h t h e shoulder n e x t t o t h e s n a p
ring. -
1- L u b r i c a t e t h e d r i v e e n d of t h e a r m a -
t u r e s h a f t w i t h a thin c o a t i n g of silicone
lubricant. Slide t h e c l u t c h a s s e m b l y o n t o
t h e a r m a t u r e s h a f t w i t h t h e pinion f a c i n g
outward. Slide t h e r e t a i n e r o n t o t h e s h a f t
w i t h t h e cupped s u r f a c e f a c i n g t h e e n d of
t h e s h a f t (away f r o m t h e pinion).
2- S t a n d t h e a r m a t u r e on e n d on a
wooden s u r f a c e w i t h t h e c o m m u t a t o r down.
Position t h e s n a p ring on t h e upper e n d of
t h e s h a f t a n d hold i t in p l a c e w i t h a block of
wood.

CONTACT SOLENOID
FINGER PLUNGER
\ I m
RETURN SPRING
,

BRUSH
/
\ IAULATED
BRUSH HO LDER \ PEL^ COIL AS;IST
SPRING
CLU TCH
BRUSH SPRING ARMATURE
GROUNDED BRUSH HOLDER
 © pdfmanualpublisher.com 2005
P l a c e t h e a r m a t u r e f l a t on t h e work
bench, and then position t h e r e t a i n e r a n d
thrust collar next t o t h e snap ring. Next,
using t w o pair of pliers a t t h e s a m e t i m e
(one pair on e a c h side of t h e shaft), grip t h e
r e t a i n e r and thrust collar and squeeze until
t h e snap ring is forced i n t o t h e retainer.
Lubricate t h e drive housing bushing with
a thin coating of silicone lubricant. MAKE
SURE t h e thrust collar is in place against
t h e snap ring and t h e retainer.
3- Install t h e brushes i n t o t h e brush
holders. Assemble t h e insulated and ground-
e d brush holders together with t h e Vnspring
and position them as a unit on t h e support
pin. Push t h e holders and springs t o t h e
bottom of t h e support, then r o t a t e t h e
springs t o engage t h e "V" in t h e support.
A t t a c h t h e ground wire t o t h e grounded
brush and t h e field lead wire t o th; insulat-
e d brush.
4- Slide t h e a r m a t u r e and clutch
assembly i n t o place in t h e drive housing
engaging t h e s h i f t lever with t h e clutch.
Position t h e field f r a m e over t h e arma-
t u r e and apply a thin coating of liquid
neoprene (Gaco) between t h e f r a m e and t h e
solenoid case. Place t h e f r a m e in position
against t h e drive housing. TAKE CARE not
t o d a m a g e t h e brushes.
Apply a coating of silicone lubricant t o
t h e bushing in t h e commutator end f r a m e .
P l a c e the l e a t h e r brake washer onto t h e
a r m a t u r e s h a f t and slide t h e c o m m u t a t o r
PLUNGER
DELCO-REMY 6-3 1
end f r a m e onto t h e shaft. C o n n e c t t h e field
coil connectors t o t h e MOTOR solenoid t e r -
minal.
Pinion Clearance Check:
A f t e r t h e s t a r t e r has been assembled,
check t h e pinion c l e a r a n c e as follows:
1- Connect a b a t t e r y , of t h e s a m e
voltage as t h e solenoid, f r o m t h e solenoid
switch terminal t o t h e solenoid f r a m e or
ground terminal. DISCONNECT t h e m o t o r
field coil connector for t h e test.
Momentarily m a k e c o n t a c t with a jump-
e r lead f r o m t h e solenoid motor terminal t o
t h e solenoid f r a m e o r ground terminal. The
pinion will now shift into t h e cranking posi-
tion and i t will remain t h e r e until t h e bat-
t e r y is disconnected.
2- Push t h e pinion back towards t h e
c o m m u t a t o r end t o eliminate any slack
movement. Now, m e a s u r e t h e distance be-
tween t h e pinion and t h e pinion s t o p with a
f e e l e r gauge. The clearance should be be-
t w e e n 0.10" and 0.040". If t h e c l e a r a n c e is
not within t h e s e limits, i t may indicate
excessive wear of t h e solenoid linkage s h i f t
lever yoke buttons or improper assembly of
t h e shift lever mechanism. Any worn o r
d e f e c t i v e p a r t s should b e replaced.
6-16 AUTOLITE CRANKING SYSTEM
The Autolite cranking system consists of
t h e s t a r t e r , relay, ignition switch, b a t t e r y ,
SOLENOID
RETURN SPRING
6-32 ELECTRICAL © pdfmanualpublisher.com 2005
cables, and necessary wiring f o r efficient
operation. The s t a r t e r has a special move-
able pole shoe within t h e field housing t o
engage t h e drive assembly. As on all marine
installations, a neutral- start switch is in-
stalled in t h e shift box t o permit operation
of t h e s t a r t e r only when t h e shift lever is in
t h e NEUTRAL position.
AUTOLITE STARTERS
DESCRIPTION AND OPERATION
The s t a r t e r has an integral, positive-
engagement drive mechanism. The se-
quence of events in t h e cranking operation
is as follows: The ignition key is turned t o
t h e START position; current flows t o t h e
relay; t h e relay makes c o n t a c t through
heavy-current type contacts; current is di-
rected through t h e grounded field coil; t h e
moveable pole shoe is activated; t h e special
pole shoe is a t t a c h e d t o t h e s t a r t e r drive
piunger lever which f o r c e s t h e drive (with
t h e overrunning clutch) t o engage t h e ring
gear of t h e engine flywheel; a f t e r t h e shoe
is fully seated, i t opens t h e field coil
grounding contacts; and t h e s t a r t e r is in
normal cranking operation. While t h e s t a r t -
e r is turning t h e engine flywheel, a holding
coil holds t h e moveable pole shoe in t h e
fully seated position.
DISASSEMBLING AN
AUTOLITE STARTER
Loosen t h e retaining screw, and then
slide t h e brush cover band off t h e starter.
STARTER FRAME
STARTER
PLUNGER LEVER
BAND
Exploded view of an Autolite starter with principle parts identified.
SAFETY BAND
A marine starter must have a clamp installed, as
shown. The starter cap coming o f f during engine
operation could cause a fire.
Remove t h e s t a r t e r drive plunger cover and
gasket. Take n o t e of t h e lead position as a n
aid t o assembling. Remove t h e commutator
brushes from t h e brush holders.
Remove t h e long through bolts. Separ-
ate t h e drive end housing from t h e starter.
Remove t h e plunger return spring. Drive
o u t t h e pivot pin retaining t h e s t a r t e r g e a r
plunger lever, and then remove t h e lever
and t h e armature.
Remove t h e s t o p ring retainer from t h e
shaft, and then remove and discard t h e s t o p
ring. Slide t h e s t a r t e r drive gear assembly
off t h e shaft.
Remove t h e retaining screws, and then
t h e brush end plate. Remove t h e screws
retaining t h e ground brushes t o t h e frame.
CAREFULLY bend t h e t a b on t h e field
coil retaining sleeve up, and then remove
t h e sleeve.
FIELD COILS
I
PLUNGER RETURF
CPRING
 AUTOLlTE STARTER 6-33
© pdfmanualpublisher.com 2005

CONTACT DUST

CORRECT l NCORRECT
Armature segments proper1 y cleaned ( l e f t ) and
improperly cleaned (right).

CLEANING AND INSPECTING

Clean t h e field coils, armature, commu-

t a t o r , brushes, and bushings with a brush or
compressed air. Wash all other p a r t s in
solvent and blow them dry with compressed
air. NEVER use a grease dissolving solvent
t o clean electrical p a r t s and bushings, be-
cause t h e solvent would damage t h e insula-
tion and remove t h e lubricating qualities
from t h e bushings.
Perform electrical tests on any part
suspected of d e f e c t , according t o t h e proce-
dures outlined in t h e Testing Sections of this
Chapter.
Check t h e commutator for run-out. In-
spect t h e a r m a t u r e s h a f t and both bearings
for scoring.
Turn t h e commutator in a l a t h e if i t is
out-of-round by more than 0.00511.
Check t h e springs in t h e brush holder t o
be sure none a r e broken. Check t h e spring
tension and replace if t h e tension is not 32-
40 ounces. Check t h e insulated brush
holders for shorts t o ground. If t h e brushes
a r e worn down t o 114" or less, they must be
replaced.
\
PLUN~ER' WINDING
Cutaway view of a starter solenoid showing major
parts.
Check tbe field brush connections and
lead insulation. A brush kit and a c o n t a c t
kit a r e available at your local marine deal-
e r , but all other assemblies must be replac-
e d rather than repaired.
BENCH TESTING
AUTOLITE STARTERS
The following paragraphs provide a
logical sequence of bench t e s t s designed t o
isolate a defective p a r t in t h e starter.
The procedures and suggestions a r e
keyed by number t o matching numbered
illustrations as a n aid in performing t h e
work.
HACKSAW BLA

ARMATURE CORE

Method of testing the armature for a short circuit

Armature check for a short: one test light lead on using a growler and hacksaw blade. If the blade
each commutator segment, alternately, and the other vibrates, the mica must be cleaned out or the armature
lead on the armature core. No continuity. replaced.
6-34 ELECTRICAL
© pdfmanualpublisher.com 2005

CONNECT TO O N E

v - i i

Schematic diagram of the Ford cranking system.

VOLTMETER LEAD
Armature and Field Open
Circuit Test
1- Examine t h e commutator for any
evidence of burning. A spot burned on t h e
commutator is caused by a n a r c formed
every t i m e t h e commutator segment con
nected t o t h e open-circuit winding passes
under a brush.
Connect a jumper wire from t h e positive
terminal of a b a t t e r y t o t h e s t a r t e r termi-
nal. Connect t h e negative lead from a
voltmeter t o t h e negative b a t t e r y terminal.
Connect t h e positive voltmeter lead t o one
field brush, a s shown. Since t h e s t a r t e r has
t h r e e field windings, i t will be necesasary t o
check each of t h e windings separately. If
t h e voltmeter fails t o register, t h e coil is
open and must be replaced.
Armature Grounded
Circuit Test
2- This test will determine if the wind-
ing insulation has failed, perwitting a con-
ductor t o touch t h e f r a m e or a r m a t u r e core.
Connect a jumper wire d r o p t h e positive
terminal of a b a t t e r y t o t h e end sf t h e
s t a r t e r shaft opposite t h e commutator, a s
shown. Connect t h e negative Bead from a
voltmeter to t h e negative b a t t e r y terwinal.
hffake c o n t a c t with t h e positive voltmeter
lead t o t h e commutator and check for volt-
age. If t h e voltmeter fails t o register, t h e
windings a r e grounded and must be r e p l a c e d
GROUND BRUSH
STARTER DRIVE
ACTUATING COIL TERMINAL
AND HOLDING SCREW

JUMPEI) LEAD

. '*C

:OLTMETER POSITIVE LEAD

TOUCH TO COMMUTATOR

NEGATIVE LEAD VOLTMETER Principle parts of the field coil and brushes.
 © pdfmanualpublisher.com 2005 AUTOLITE STARTER 6-35

Place t h e brush end p l a t e into position

FROM FRAME
Field Ground
C i r c u i t Test
3- Grounded field windings can be de-
t e c t e d using a v o l t m e t e r a n d battery. First,
DISCONNECT t h e shunt-field ground lead.
Next, connect a jumper lead from t h e posi-
t i v e lead of t h e b a t t e r y t o t h e s t a r t e r
terminal. Connect t h e negative lead from
t h e voltmeter t o t h e negative b a t t e r y term-
inal. Now, keep both field brushes away
from t h e s t a r t e r f r a m e , and make c o n t a c t
with t h e positive lead from t h e voltmeter t o
t h e s t a r t e r f r a m e , a s shown. If t h e volt-
m e t e r indicates any voltage, t h e field wind-
ings a r e grounded and must be replaced.
on t h e s t a r t e r f r a m e with t h e boss on t h e
p l a t e indexed in t h e slot on t h e frame.
C o a t t h e a r m a t u r e s h a f t splines with a
thin layer of Lubriplate. Slide t h e s t a r t e r
drive assembly o n t o t h e a r m a t u r e shaft, a n d
s e c u r e i t in place with a NEW s t o p ring and
stop-ring retainer.
Slide t h e fiber t h r u s t washer o n t o t h e
c o m m u t a t o r end of t h e shaft, then insert
t h e a r m a t u r e s h a f t into t h e s t a r t e r frame.
(The t h r u s t washer i s n o t used with molded
c o m m u t a t o r armatures.)
Place t h e drive gear plunger lever in
position in t h e f r a m e and t h e s t a r t e r drive
assembly, and then install t h e pivot pin.
Fill t h e drive-end housing bearing bore
ONLY 114 FULL with lubrication. Insert
t h e s t a r t e r drive plunger lever return spring
in position, and then m a t e t h e drive-end
housing with t h e s t a r t e r frame. Install a n d
tighten t h e through bolts t o a torque value
of 55-75 in-lbs. TAKE CARE n o t t o pinch
t h e brush leads between t h e brush p l a t e and
t h e frame. CHECK TO BE SURE t h e s t o p
ring retainer is properly s e a t e d in t h e drive
housing.
Install t h e brushes in t h e brush holder
with t h e SPRINGS CENTERED on t h e brush-
es.

ASSEMBLING AN
AUTOLITE STARTER

Position t h e new insulated field brushes

lead o n t o t h e field coil terminal and s e c u r e
i t with t h e clip. To ensure extended ser-
vice, solder t h e lead, clip and terminal to-
gether, using resin c o r e solder.
Place t h e solenoid coil ground t e r m i n a l
over t h e nearest ground screw hole. Place
e a c h ground brush in position t o t h e s t a r t e r
f r a m e and secure them with t h e retaining
screws.

W t L l D GEARS

Wear pattern on a starter drive gear and on the

flywheel ring gear. Bench testing a starter.
6-36 ELECTRICAL © pdfmanualpublisher.com 2005
C h e c k t h e brush spring tension by pull-
i n g on a l i n e w i t h a s c a l e . T h e l i n e should
b e hooked under t h e brush spring n e a r t h e
brush and t h e pull should b e parallel t o t h e
f a c e of t h e brush. T a k e t h e r e a d i n g just as
t h e spring l e a v e s t h e brush. T h e r e a d i n g
should b e f r o m 32 t o 40 ozs.
Finally, position t h e g a s k e t and d r i v e
g e a r plunger l e v e r c o v e r i n place, t h e n s l i d e
t h e brush c o v e r band in p l a c e and s e c u r e it
w i t h t h e r e t a i n i n g screw.
If t h e e n g i n e should s t a r t , b u t f a i l t o
r e a c h t h e p r e d e t e r m i n e d r p m t o disengage
t h e d e t e n t pin, a r a t c h e t - t y p e c l u t c h on t h e
s c r e w s h a f t allows t h e pinion t o over- run
t h e a r m a t u r e s h a f t and p r e v e n t d a m a g e t o
t h e s t a r t e r . When t h i s over- run o c c u r s , a
l i g h t buzzing sound is audible f r o m t h e
c l u t c h r a t c h e t i n g . When t h e e n g i n e i s ac-
c e l e r a t e d , t h e d r i v e will r e l e a s e and t h e
buzzing sound will stop.
6-17 PRESTOLITE CRANKING SYSTEM
DESCRIPTION AND OPERATION
T h e P r e s t o l i t e c r a n k i n g s y s t e m includes
t h e s t a r t e r , relay, ignition switch, b a t t e r y ,
c a b l e s , wiring, a n d a special s t a r t e r relay.
As w i t h a l l m a r i n e installations, a s a f e t y -
s t a r t s w i t c h is installed in t h e s h i f t box.
This s w i t c h p r e v e n t s o p e r a t i o n of t h e crank-
ing s y s t e m unless t h e s h i f t l e v e r i s in t h e
NEUTRAL position.
T h e s t a r t e r m o t o r h a s a Bendix Folo-
Thru t y p e d r i v e designed t o o v e r c o m e dis-
e n g a g e m e n t of t h e flywheel ring g e a r when
engine speed has reached a predetermined
rpm.
A f t e r t h e pinion e n g a g e s t h e flywheel
ring g e a r , a spring- loaded d e t e n t pin in t h e
pinion g e a r a s s e m b l y indexes in a n o t c h in
t h e s c r e w shaft. T h e pinion t h e n r e m a i n s
Prestolite starter which may be installed on some
OMC s t e m drive units.
ARMATURE CORE
Method of testing the armature for a short circuit
using a growler and hacksaw blade. I f the blade
vibrates, the mica must be cleaned out or the armature
replaced.
l o c k e d in t h e e n g a g e d position until t h e
e n g i n e rpm r e a c h e s a p r e d e t e r m i n e d speed.
A t t h a t point, c e n t r i f u g a l f o r c e m o v e s t h e
d e t e n t pin o u t of t h e n o t c h in t h e s h a f t a n d
allows t h e pinion t o disengage t h e flywheel.
If, during t h e s t a r t i n g o p e r a t i o n , t h e
e n g i n e f a i l s t o c o n t i n u e running, m o v e m e n t
of t h e pinion in a disengaging d i r e c t i o n i s
p r e v e n t e d by t h e pin indexed in t h e s c r e w
s h a f t . For t h i s reason, if t h e s t a r t i n g m o t o r
i s re- engaged while t h e e n g i n e kicks back,
t h e s t a r t e r will n o t b e d a m a g e d .
DISASSEMBLING A
PRESTOLITE STARTER
F i r s t , r e m o v e t h e t w o through- bolts, a n d
then separate t h e cover assembly from t h e
c o m m u t a t o r end. N e x t , r e m o v e t h e s t a r t e r
housing f r o m t h e a r m a t u r e a n d t h e e n d
frame.
Now, r e m o v e t h e t w o s c r e w s s e c u r i n g
t h e bearing a s s e m b l y t o t h e e n d f r a m e , a n d
t h e n r e m o v e t h e end f r a m e assembly.
Armature check for a s&ort: one test light lead on
each commutator segment, alternately, and the other
lead on the armature core. No continuity.
 PRESTOLlTE STARTER 6-37
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Remove t h e pin and t h e Bendix drive.
Remove t h e bearing assembly f r o m t h e arm-
a t u r e shaft. Remove t h e t h r e e a t t a c h i n g
screws, and then t h e brush plate. Remove
t h e springs and brushes.
If t h e field i s t o be removed, disconnect
t h e field wire from t h e terminal stud; t h e
four screws; field assmbly; and pole shoes.
CLEANING AND INSPECTING
Clean t h e field coils, a r m a t u r e , commu-
t a t o r , a r m a t u r e s h a f t , brush-end p l a t e and
drive-end housing with a brush o r compress-
e d air. Wash all o t h e r p a r t s in solvent and
blow t h e m dry with compressed air.
Inspect t h e insulation and t h e unsoldered
connections of t h e a r m a t u r e windings for
breaks or burns.
Perform e l e c t r i c a l t e s t s on any p a r t
suspected of d e f e c t , according t o t h e pro-
c e d u r e s outlined in t h e Testing Sections of
this Chapter.
Check t h e a r m a t u r e s h a f t t o be sure i t is
n o t worn o r bent. Check t h e o t h e r a r m a t u r e
parts: C o m m u t a t o r worn; laminations c o r e
scored; or connections requiring attention.

1 - Thru Bolts ( 2 )
2 - Lockwasher (2)
3 - Cover and Bearing Assembly
4 - Thrust Washer
5 - Field Assembly
6 - Screw
7 - Pole Shoe (4)
8 - Housing Assembly
9 - Spr~ng(4)
1 0 - Brush Plate Assembly
11 - Screw (3)
12 - Lockwasher (3)
13 - Terminal Stud Packaoe-
2.

1 4 -Thrust Washer

15 - Armature
16 - Roll Pin
17 - Screw (2)
18 - Lockwasher (2)
19 - Intermediate Bearing Assembly
2 0 - Bendix Drive Assembly

*
Exploded view o f a Prestolite starter with principle parts identified.
2 1 - End Frame Assembly
6-38 ELECTRICAL © pdfmanualpublisher.com 2005
Inspect t h e a r m a t u r e s h a f t and bearings
for scoring o r excessive wear. If t h e com-
m u t a t o r is rough, burned, out-of-round, o r
has high mica on i t , t h e c o m m u t a t o r must
be turned on a lathe. The out-of-round limit
i s 0.005".
Check t h e springs in t h e brush holder t o
be sure none a r e broken. Check t h e spring
tension and replace if t h e tension i s not 32-
40 ounces. Check t h e insulated brush
holders for shorts t o ground. If t h e brushes
a r e worn down t o 1/4" o r less, they must be
replaced.
Check t h e field brush connections and
lead insulation. A brush k i t and a c o n t a c t
kit a r e available at your local marine deal-
e r , but all o t h e r assemblies must be replac-
e d rather than repaired.
Inspect t h e drive t e e t h of t h e Bendix
drive. The pinion t e e t h must engage t h e
t e e t h on t h e engine flywheel ring gear by at
least one-half t h e depth of t h e ring g e a r
teeth. Any less engagement will c a u s e
excessive wear t o t h e ring g e a r and finally,
s t a r t e r drive failure. R e p l a c e t h e drive
g e a r or t h e ring gear if t h e t e e t h a r e pitted,
broken, damaged, or show evidence they a r e
n o t engaging properly.
ASSEMBLING A
PRESTOLITE STARTER
Install a NEW terminal s t u d according t o
t h e sequence given on t h e package. Use a
t e s t light t o verify t h e stud is insulated
from t h e s t a r t e r housing.
Place t h e field winding and pole shoes in
t h e s t a r t e r housing. Slide t h e four screws
through t h e housing and into t h e poles.
Tighten t h e screws firmly.
Points to attach test leads when testing a Prestolite
starter.
Position t h e brush p l a t e assembly in
place and install t h e t h r e e screws a n d lock-
washers through t h e s t a r t e r housing and i n t o
t h e p l a t e assembly, then tighten them firm-
ly*
C o n n e c t t h e shunt ground wire t o t h e
brush p l a t e assembly and install t h e brush
springs.
Apply a thin coating of lubricant t o t h e
bearing s u r f a c e of t h e bearing assembly, a n d
then slide t h e asembly into place on t h e
a r m a t u r e shaft. Apply a thin coating of
lubricant t o t h e drive-end of t h e a r m a t u r e
shaft. Slide t h e Bendix drive assembly o n t o
t h e shaft, and then install a NEW roll pin.
Apply a thin coating of lubricant t o t h e
bearing in t h e end f r a m e asesmbly, and then
install t h e a r m a t u r e into t h e end frame.
Install t h e t w o screws and lockwashers
through t h e bearing assembly and into t h e
end frame. Tighten t h e screws firmly.
Position t h e a r m a t u r e assembly into t h e
s t a r t e r housing. Slide t h e required number
of thrust washers o n t o t h e a r m a t u r e s h a f t t o
obtain an end play of 0.005" t o 0.030".
Check t h e brush spring tension by pulling
on a line with a scale. The line should be
hooked under t h e brush spring near t h e brush
and t h e pull should be parallel t o t h e f a c e of
t h e brush. Take t h e reading just as t h e
spring leaves t h e brush. The reading should
be from 32 t o 40 ozs.
Apply lubricant t o t h e bearing in t h e
cover assembly, and then position t h e c o v e r
on t h e a r m a t u r e s h a f t and s t a r t e r . Slide t h e
through-bolts through t h e housing and tight-
e n them securely.
Check t h e a r m a t u r e s h a f t end play
again.
Prestolite starter with the brushes installed.
 © pdfmanualpublisher.com 2005

REMOTE CONTROLS
7-1 INTRODUCTION
Boat accessories a r e seldom obtained
f r o m t h e original equipment manufacturer.
Shift boxes, Selectrim, steering, bilge
pumps, blowers, and st her similar equipment
may b e added a f t e r t h e boat leaves t h e
plant. Because of t h e wide assortment,
styles, and price ranges of such accessories,
t h e distributor, dealer, or customer has a
wide selection from which t o draw, when
o u t f i t t i n g t h e boat.
Theref ore, t h e procedures and sugges-
tions in this c h a p t e r a r e general in n a t u r e in
order t o cover a s many units as possible, but
still specific and in enough detail t o allow
you t o troubleshoot, repair, and adjust e a c h
of these accessories for maximum c o m f o r t ,
performance, and enjoyment.
7-2 SHIFT BOXES
Undoubtedly, t h e most used accessory on
any boat is t h e t h e shift control box. This
START
FAST
,,,--. \
unit is a remote- control device f o r shifting
t h e s t e r n drive and at t h e s a m e t i m e con-
trolling t h e throttle. The shift box on OMC
equipped boats i s considered a n accessory,
t h e r e f o r e many installations may have o t h e r
than a f a c t o r y installed unit. OMC equipped
boats may have one of four d i f f e r e n t t y p e
shift boxes: The single lever, side mount,
push button, or a binnacle mount unit.
Early model s t e r n drive shift boxes
used a switch f o r shifting i n t o forward o r
reverse gear. L a t e r models w e r e equipped
with a cut- out switch in t h e cranking sys-
tem. This switch prevents t h e cranking
system from operating unless t h e shift lever
is in t h e NEUTRAL position. All s h i f t box
a r r a n g e m e n t s have a means of advancing
t h e t h r o t t l e without moving t h e shift lever
into gear. This device is commonly known
as t h e "warm-up" lever and may be adjusted
f o r low and f a s t idle speeds.
7-3 TROUBLESHOOTING GEAR BOXES
The following paragraphs provide a logi-
SLOW c a l sequence of t e s t s , checks, and adjust-

'\
I
-, j
/
'.I,--\

;
ments, designed t o isolate and c o r r e c t a
problem in t h e s h i f t box operation.
-7

'7."
a, >/
,k* <'
j *:','FORWARD
The procedures and suggestions a r e
\
'-
\
, keyed by number t o matching numbered
\ ,
\ \
\

\
,
,
illustrations a s an aid in performing t h e
\ ,
work.

DIFFICULT SHIFT OPERATION

BE SURE t o c y c l e t h e shift lever t o t h e

full position in both directions, when making
a n y t e s t on t h e shift box. The safety-
neutral switch may have a dead s p o t and
ADJUST will not indicate t h e switch i s d e f e c t i v e
FRICTION ADJUSTMENT unless t h e shift lever is fully cycled f o r e a c h
One type of OMC shift box. test.
7-2 REMOTE CONTROLS
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1- Turn t h e ignition s w i t c h t o t h e O N
position a n d n o t e t h e a m m e t e r reading.
Now, o p e r a t e t h e s h i f t c o n t r o l l e v e r t o t h e
FORWARD position, a n d t h e n t o t h e
REVERSE position. N o t e how m u c h t h e
a m m e t e r reading i n c r e a s e d e a c h t i m e t h e
s h i f t l e v e r w a s moved. If t h e reading w a s
m o r e t h a n 2.5 a m p e r e s f o r e i t h e r s h i f t posi-
tions, c o n t i n u e w i t h t h e following checks.
Disconnect t h e s h i f t l e a d s at t h e i n t e r -
m e d i a t e housing. Again o p e r a t e t h e s h i f t
l e v e r a n d n o t e t h e c u r r e n t loss. If t h e
c u r r e n t draw is still m o r e t h a n 2.5 a m p e r e s ,
t h e n c h e c k f o r a s h o r t in t h e c o n t r o l box
s w i t c h o r wiring. If t h e c u r r e n t d r a w i s

Three most popular OMC shift boxes.

 © pdfmanualpublisher.com 2005
normal with t h e leads disconnected from t h e
intermedidate housing, then check f o r a
short in t h e g e a r c a s e coil(s) o r wiring. If
t h e coil leads a r e shorted t o e a c h o t h e r ,
both shift coils would be energized, stalling
t h e engine or causing serious d a m a g e t o t h e
driveshaf t.
2- Testing t h e shifting coils is accom-
plished by f i r s t disconnecting t h e wires on
t h e port side of t h e engine, under t h e ex-
haust manifold, just above t h e t i l t motor.
Next, c o n n e c t an o h m m e t e r f i r s t t o one
shift coil lead and ground, and then t o t h e
o t h e r in t h e s a m e manner. A reading of
m o r e t h a n 4.5 t o 6.5 ohms indicates a s h o r t
in t h e coil or lead. No reading a t all
indicates a n open circuit. If t h e results of
this test indicate a short in t h e cirucit, t h e
g e a r c a s e must be disassembled and inspect-
ed. See Chapter 10, Stern Drive.
CRANKING SYSTEM INOPERATIVE
3- If t h e cranking system fails t o oper-
ate t h e s t a r t e r properly when t h e shift lever
i s in t h e NEUTRAL position, check t h e 20-
a m p e r e fuse between t h e ingition switch
BAT terminal and t h e a m m e t e r GEN termi-
nal. If t h e fuse is n o t defective, check f o r
continuity by making c o n t a c t with one lead
from a t e s t light t o t h e ST terminal of t h e
TROUBLESHOOTING 7-3
ignition switch and t h e o t h e r probe t o t h e
s t a r t e r solenoid.
If t h e s t a r t e r o p e r a t e s in gear (which i t
should n o t do) and also in NEUTRAL, check
f o r a short between t h e t w o white leads in
t h e shift box wiring.
ADJUSTING STARTER LOCK-OUT
4- Move t h e s h i f t lever t o t h e
NEUTRAL position and t h e warm-up lever
t o t h e START position. Now, t u r n t h e
ignition switch t o t h e START position in an
a t t e m p t t o crank t h e engine. If t h e s t a r t e r
f a i l s t o c r a n k t h e engine, move t h e warm-up
lever t o t h e IDLE position, and t h e n r o t a t e
t h e s e t s c r e w counterclockwise one-half
turn. Move t h e auxiliary t h r o t t l e t o t h e
START position, a n d then t u r n t h e ignition
switch t o t h e START position again. If t h e
s t a r t e r still f a i l s t o crank t h e engine with
t h e warm-up lever in t h e full ADVANCE
position, back off t h e warm-up lever t o
determine t h e point a t which t h e s t a r t e r
c e a s e s t o operate. Make t h e adjustment s f
t h e s e t s c r e w clockwise a half-turn a t a t i m e
until t h e s t a r t e r o p e r a t e s only with t h e
warm-up lever in t h e full START position.
-3
Tc AD JUST I NG SCREW - - - - - '
7-4 REMOTE CONTROLS
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7-4 REMOVAL AND REPAIR

OF SINGLE- AND SIDE-MOUNT
SHIFT BOXES

1- Remove t h e a t t a c h i n g screws; pull

t h e shift clear, and then disconnect t h e shift
wire under t h e dash. Check t h e shift box
for s a l t w a t e r corrosion, worn bushings, a n d
general condition. Clean t h e box thoroughly
inside and out with solvent and blow i t dry
with compressed air. Apply a thin c o a t of
engine oil on all of t h e m e t a l parts. The
three-position switch installed in t h e g e a r
box cannot be repaired. Therefore, if a
problem is isolated t o t h e swtich, i t must be
replaced.
Testing T h e Shift Switch
The warm-up lever on single-mount t y p e
shift boxes is red and located at t h e r e a r of
t h e box. The control on side-mount shift
boxes is a knob which is operated by a
pull/push action.
2- To t e s t t h e switch f o r t h e FORWARD
position, make c o n t a c t with one probe of a
test light, or continuity m e t e r , t o t h e igni-
tion terminal (purple or red lead) and t o 'the
forward (green lead) terminal with t h e o t h e r
probe. Now, move t h e shift lever t o t h e
FORWARD, NEUTRAL, and REVERSE posi-
tions. The test light should come on, or t h e
m e t e r indicate continuity, when t h e shift
lever i s in t h e FORWARD position and re-
main off, o r indicate an open circuit, f o r t h e
o t h e r two shift positions.
CAM LEVER
CAM LEVER
NYLON GUIDE
CONTROL
THROTTLE
DJUSTMENT
LINK
3- To t e s t t h e s h i f t switch f o r reverse,
m a k e c o n t a c t with one probe of a t e s t light,
or continuity m e t e r , t o t h e ignition terminal
(purple or red lead) and t o t h e reverse
terminal (blue lead) with t h e o t h e r probe.
Again, move t h e s h i f t lever t o t h e
FORWARD, NEUTRAL, and REVERSE posi-
tions. The light should c o m e on, o r t h e
m e t e r indicate continuity when t h e lever is
in t h e reverse position and remain o f f , o r
indicate an s p e n c i r c u i t , in t h e o t h e r two.
Testing T h e Cut- out Switch
4- Make c o n t a c t with each probe of a
test light, or continuity m e t e r t o e a c h s f
t h e NEUTRAL terminals (white leads).
Move t h e control lever again t o t h e
FORWARD, NEUTRAL, and REVERSE posi-
tions. The t e s t light should c o m e on or t h e
m e t e r indicate continuity only when t h e
shift lever is in t h e NEUTRAL position and
remain off or indicate an spen circuit f o r
t h e o t h e r two.
If t h e switch fails t o check out, a s
described in t h e previous t e s t s , t h e switch
and c a b l e assembly MUST be replaced.
Early model s h i f t lever boxes did n o t have
this switch installed.

LEVER
CONTROL
LEVER CONTROL
CONTROL LEVER
LEVER KNOB
KNOB
SCREW
 © pdfmanualpublisher.com 2005

ASSEMBLING AND ADJUSTING

5- ALWAYS TAKE CARE when assem- REAR

bling t h e shift box, not t o damage t h e HOUSl NG
remote- control unit. The arm on t h e switch
MUST l a y in t h e cut- out portion of t h e
t h r o t t l e cam. The idle adjustment is m a d e
by turning t h e thumbscrew in f r o n t of t h e
shift box in or out. The tension of t h e
t h r o t t l e lever is adjusted by t h e friction
knob under t h e s h i f t box. Turn t h e knob
clockwise t o increase friction and counter-
clockwise t o d e c r e a s e friction.
Connect t h e shift wire under t h e dash.
P l a c e t h e shift box in position and s e c u r e i t
with t h e a t t a c h i n g screws or bolts. Bolts
with self-locking nuts SHOULD ALWAYS
BE USED because a loose shift box during
high speed operation could b e e x t r e m e l y
dangerous.

7-5 REMOVAL AND REPAIR OF

HOUSING 11 )I \
\
PUSH BUTTON TYPE SHIFT BOX
/ THROTTLE CAM
1- To t e s t t h e switch f o r t h e FORWARD
position, m a k e c o n t a c t with o n e probe of a /
test light, or continuity m e t e r , t o t h e termi- NEUTRAL
nal on t h e bottom of t h e switch marked + POSI T I ON
and t h e other probe t o t h e F teminal. Move
t h e FORWARD button and t h e light must
c o m e on, or t h e m e t e r indicate continuity.

SH I FT NEUTRAL
7-6 REMOTE CONTROLS
© pdfmanualpublisher.com 2005
L e a v e t h e o n e probe c o n t a c t i n g t h e +
t e r m i n a l a n d in t u r n m a k e c o n t a c t w i t h t h e
o t h e r probe t o t h e N a n d R teminals. T h e
l i g h t should n o t c o m e on, o r t h e m e t e r
should i n d i c a t e a n open c i r c u i t f o r b o t h
tests.
T o test f o r t h e REVERSE position, m a k e
c o n t a c t w i t h o n e probe of t h e test light, o r
continuity m e t e r , t o t h e + terminal and t o
t h e R t e r m i n a l w i t h t h e o t h e r probe. Push
t h e REVERSE button. T h e test l i g h t should
c o m e on, o r t h e m e t e r should i n d i c a t e con-
tinuity.
L e a v e t h e o n e probe c o n t a c t i n g t h e +
t e r m i n a l a n d in t u r n m a k e c o n t a c t w i t h t h e
o t h e r probe t o t h e N and F terminals. T h e
light should n o t c o m e o n , o r t h e m e t e r
should i n d i c a t e a n open c i r u i c t f o r both
tests.
2- R e m o v e t h e s c r e w s on t h e s i d e of t h e
s h i f t box. Working f r o m inside t h e s h i f t
box, r e m o v e t h e a t t a c h i n g s c r e w s or b o l t s t o
t h e s i d e panel. T h e s w i t c h a s s e m b l y c a n b e
removed a f t e r taking o u t t h e cover plate
a t t a c h i n g screws. R e m o v e t h e yoke a n d
s e l e c t o r bracket. Slide t h e s w i t c h box off
a n d r e m o v e t h e wires. N e w b u t t o n s a r e n o t
supplied w i t h r e p l a c e m e n t switches. There-
E t h e THREE BUTTONS f o r
installation w i t h t h e new switch.
3- T h e only a d j u s t m e n t of t h e s h i f t i n g t o
throttle advancement is t h e slide yoke
which i s l o c a t e d under t h e c o v e r plate. This
yoke will slide back- and- forth locking t h e
push b o t t o n s when t h e t h r o t t l e is advanced.
To a s s e m b l e t h e s h i f t box, f i r s t install t h e
s w i t c h and hold-down b r a c k e t . N e x t , i n s t a l l
t h e yoke slide a n d thre.e b u t t o n s o n t o t h e
switch. Now, install t h e c o v e r plate. S t a r t
t h e e n g i n e a n d run i t a t 700 rpm:
START
FAST SLOW
@
ADJUSTMENT
CONTROL BOX T O
SWITCH PLATE CABLE
CAUTION: Water must circulate through
the lower unit to the engine any time the en-
gine is run to prevent damage t o the water
pump in the lower unit. Just five seconds
without water will damage the water pump.
Now, a d j u s t t h e slide yoke t o allow t h e
push b u t t o n s t o b e depressed at 700 r p m , b u t
at 750 r p m , t h e y c a n n o t b e depressed. T o
a d j u s t t h e f r i c t i o n knob under t h e s h i f t box,
t u r n t h e knob clockwise t o i n c r e a s e f r i c t i o n
a n d c o u t n e r c l o c k w i s e t o d e c r e a s e friction.
7-6 OPERATION AND SERVICE
OF A BINN ACLE-MOUNTED
SHIFT BOX
OPERATION
O p e r a t i o n of t h e binnacle- mounted s h i f t
box i s m o r e involved t h a n f o r t h e o t h e r s h i f t
boxes d e t a i l e d in t h i s c h a p t e r .
When t h e c o n t r o l l e v e r i s in t h e
NEUTRAL position, t h e l e v e r c a n b e l i f t e d
u p which will disengage t h e g e a r s h i f t m e c h -
anism a n d allow t h e t h r o t t l e a d v a n c e requir-
e d for starting. Once t h e engine starts, t h e
c o n t r o l lever c a n t h e n b e r e t a r d e d t o t h e
NEUTRAL position, a n d t h e n pushed b a c k
down f o r n o r m a l g e a r s h i f t and t h r o t t l e oper-
ation.
T o g e t underway, m o v e t h e c o n t r o l l e v e r
t o w a r d FORWARD o r REVERSE. If t h e
r e v e r s e position is s e l e c t e d , t h e r e v e r s e
lock- out push b u t t o n m u s t be depressed be-
f o r e t h e c o n t r o l l e v e r c a n b e moved i n t o
REVERSE.
If t h e e n g i n e i s cold o r n o t properly
t u n e d a n d i s running rough, t h e idle t r i m
l e v e r m a y be a d v a n c e d in o r d e r t o g e t
underway.
T o o b t a i n at higher- than- normal idle
speed, f i r s t a d v a n c e t h e idle t r i m lever.
Now, w i t h t h e main c o n t r o l l e v e r in t h e
START (up) position, a d v a n c e t h e l e v e r t o
PART THROTTLE, a n d t h e n r e t u r n i t t o t h e
NEUTRAL position. This a c t i o n will r e d u c e
e n g i n e rpm by t h e control. F r o m t h i s point,
a d j u s t t h e idle t o t h e d e s i r e d l e v e l by mov-
ing t h e idle t r i m l e v e r back.
 © pdfmanualpublisher.com 2005
ALWAYS reduce engine speed before
shifting. NEVER a t t e m p t t o s h i f t if t h e
engine speed i s m o r e than 700 rpm. Shifting
a t a high idle speed c a n result in SERIOUS
DAMAGE t o t h e gearcase.
THROTTLE FRICTION
ADJUSTMENT
Removal
v shift lever is in REVERSE, and remain off
1- Remove t h e s e t s c r e w under t h e
handle, and then remove t h e t o p handle.
Remove t h e a t t a c h i n g screws, and then
slide t h e cover off t h e shift handle.
Testing The Shift Switch
2- To test t h e switch for t h e FORWARD
position, make c o n t a c t with one probe f r o m
a t e s t light o r continuity m e t e r , t o t h e
ignition terminal (purple wire) and t h e o t h e r
probe t o t h e FORWARD terminal (green
wire). Move t h e s h i f t control lever t o t h e
FORWARD, NEUTRAL, a n d REVERSE posi-
tion. The light should c o m e on, o r t h e
m e t e r indicate continuity, only when t h e
s h i f t lever is in FORWARD, and remain off
o r indicate a n open circuit for t h e o t h e r
two.
TROUBLESHOOTING 7-7
3- To test t h e switch f o r t h e REVERSE
position, m a k e c o n t a c t with o n e probe f r o m
a t e s t light, o r continuity m e t e r , t o t h e
ignition terminal (purple wire) and t o t h e
REVERSE terminal (blue wire) with t h e oth-
e r probe. Again move t h e shift lever t o t h e
FORWARD, NEUTRAL, and REVERSE posi-
tions. The light should c o m e on, o r t h e
m e t e r indicate continuity, only when t h e
o r indicate a n open circuit in t h e o t h e r t w o
positions.
Installation
4- If a cadmium plated switch is being
replaced with a black plastic housing, i t
MUST be spaced f r o m t h e mounting bosses
about 0.031" t o prevent t h e switch a r m from
rubbing on t h e a d j a c e n t rib in t h e s h i f t
housing. The shift unit, switch, cables, a n d
connectors a r e all matched and a r e NOT
interchangeable, o n e model t o another.
Model 1969 and l a t e r s t e r n drives use
p a r t number 172122 Control unit; with p a r t
number 172124 switch and five-wire cable
assembly; and p a r t number 31 1741 connec-
tor.
Model 1968 and prior s t e r n drives use
c o n t r o l p a r t number 171985; switch a n d
three- wire cable assembly, p a r t number
17 1988; and connector p a r t number 310486.
7-8 REMOTE CONTROLS
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Adjustments
5- Increase t h r o t t l e f r i c t i o n by l i f t i n g
t h e c h r o m e c o v e r , a n d t i g h t e n i n g t h e fric-
t i o n adjusting s c r e w on t h e s t a r b o a r d s i d e of
t h e control.
7-7 THROTTLE CABLE INSTALLATION
T h e t h r o t t l e c a b l e m u s t b e properly in-
s t a l l e d and both e n d s f i r m l y s e c u r e d t o
p r e v e n t loss of t h r o t t l e o p e r a t i o n a n d con-
trol.
Before installing t h e c a b l e , l u b r i c a t e t h e
brass s l e e v e on t h e f l e x i b l e c a b l e . N e x t ,
slide t h e casing guide, w i t h t h e c a b l e c l a m p
in place, o n t o t h e brass s l e e v e a n d c o n t r o l
wire. CHECK TO SURE t h e O- ring i s in
p l a c e in t h e c a s i n g guide a n d t h e c o n t r o l
w i r e passes through t h e s m a l l hole in t h e
c a b l e c l a m p , as shown in t h e a c c o m p a n y i n g
illustration.
TAKE EXTRA CARE t o avoid t w i s t i n g
t h e cable. T h e c l a m p a n d a n c h o r s c r e w s
MUST b e horizontal t o t h e d e c k of t h e b o a t
a f t e r t h e y a r e installed.
T h e c o n t r o l c a b l e i s held f i r m l y in posi-
tion by t w o s c r e w s , as shown. However, t h e
w i r e MUST b e kinked by t h e c l a m p s c r e w t o
e n s u r e i t will n o t slip loose. T o m a k e t h i s
L I F T UP TO ADVANCE
- THROTTLE FOR NEUTRAL
STARTING
NORMAL REVERSE
(HANDLE SHOWN IN
NEUTRAL POSITION)
NORMAL
REVE R S E L O C K O U T
PUSHBUTTON //
\IDLE T R IM L E V E R (SHOWN IN
NORMAL POSITION)
OIL BRASS SLEEVE CLAMP\ INSPECTION
BEFORE ASSEMBLY CASING SCREW
/
I
\
"0" RING SEAL
CASING GUIDE (MOTOR END)
Proper method of installing the clamp and anchor
screw for the throttle cable.
kink in t h e wire, f i r s t c h e c k t o b e s u r e t h e
w i r e i s b o t t o m e d in t h e f i t t i n g . D r a w t h e
c l a m p s c r e w a n d t h e a n c h o r s c r e w up until
t h e y both m a k e c o n t a c t w i t h t h e w i r e , a n d
t h e n give t h e c l a m p s c r e w o n e m o r e com-
p l e t e turn. EXERCISE CARE n o t t o t i g h t e n
t h e c l a m p s c r e w m o r e t h a n just d e s c r i b e d
b e c a u s e if- e n o u g h f o r c e i s used, i t i s poss-
ible t o s h e a r t h e w i r e o r at l e a s t t o w e a k e n
i t s s t r e n g t h . T h e s e t w o s c r e w s a r e Allen-
h e a d on t h e 9 0 S e r i e s e n g i n e s and fillister-
h e a d s c r e w s on t h e 120 a n d 150 S e r i e s
engines.
T o l u b r i c a t e t h e inner wire, r e m o v e t h e
c a s i n g guide f r o m t h e c a b l e at b o t h ends.
A t t a c h a n e l e c t r i c drill t o o n e e n d of t h e
wire. Turn t h e drill o n a n d off t o r o t a t e t h e
w i r e and at t h e s a m e t i m e allow l u b r i c a n t t o
flow i n t o t h e cable.
CONTROL CABLE
\
Lubricating the inner wire of the control cable using an
electric drill, as described in the text.
7-8 REMOTE-CONTROL CABLE
INSTALLATION
T h e r e m o t e - c o n t r o l c a b l e m u s t b e in-
s t a l l e d properly f o r s a t i s f a c t o r y operation.
 © pdfmanualpublisher.com 2005

T h e c l a m p n e a r e s t t h e s h i f t box MUST b e
postioned c o r r e c t l y as follows:
F i r s t , m o v e t h e warm- up l e v e r on t h e
s h i f t box t o full advance. Now, m e a s u r e 36"
(actually t h i s m e a s u r e m e n t could r a n g e
f r o m 33" t o 42") on t h e c a b l e f r o m t h e s h i f t
box. BE SURE t h e r e i s n o s l a c k in t h e
cable, and then secure t h e clamp t o t h e boat OIL RESERVOIR
at t h e m e a s u r e d position.
Next, p l a c e t h e warm- up l e v e r in t h e I&
408 PSI RELIEF
m, .
slow position a n d o b s e r v e t h e a m o u n t of
s l a c k in t h e c a b l e b e t w e e n t h e s h i f t box a n d
t h e f i r s t clamp. T h e s l a c k should n o t b e
m o r e t h a n 112 inch. AVOID SHARP TURNS
in t h e cable. T h e radius of a n y bend MUST
n o t b e less t h a n 5".
ALWAYS use t h e c o r r e c t l e n g t h of c a b l e
when r e p l a c i n g t h e assembly. Single- lever
c o n t r o l u n i t s use c a b l e p a r t n u m b e r s 377372
through 377380. Binnacle- mounted c o n t r o l s
use p a r t n u m b e r s 377365 t h r o u g h 379850. BOW POINTER "HI" - TRIM OUT
C o n c e a l e d side- mount c o n t r o l s use c a b l e
p a r t n u m b e r s 380905 t h r o u g h 380950.

7-9 SELECTRIM FOR

IN-LINE ENGINES

DESCRIPTION AND OPERATION

BOW POINTER CENTERED
T h e S e l e c t r i m allows t h e a n g l e of t h e TRlM NORMAL
v e r t i c a l d r i v e u n i t t o b e c h a n g e d , w i t h re-
spect t o t h e boat bottom. This a n g l e
change contributes t o maximum boat atti-
t u d e and p e r f o r m a n c e f o r a given condition.
T h e a n g l e i s c h a n g e d , by raising o r lowering
t h e f r o n t of t h e e n g i n e by m e a n s of a
power- operated jackscrew a t t a c h e d t o t h e
f r o n t e n g i n e mount.
T h e jackscrew is powered by a n e l e c t r i c "LO"
m o t o r through a worm- and- wheel a r r a n g e -
m e n t and i s c o n t r o l l e d by a spring- loaded
t o g g l e s w i t c h on t h e S e l e c t r i m dash panel. 1 OIL RESERVOIR 1
When t h i s s w i t c h i s moved t o t h e HI 1 4 0 PSI
~1 0 RELIEF VALVE I
position, t h e v e r t i c a l d r i v e m o v e s t o w a r d s CHECK
t h e t r a n s o m and t h e bow of t h e b o a t i s VALVES
lowered. An i n d i c a t o r on t h e S e l e c t r i m d a s h
panel displays t h e position of t h e bow. In
this manner, t h e boat may b e trimmed for
m a x i m u m p e r f o r m a n c e under various load
distribution a n d s p e e d conditions.

SELECTRIM SAFETY FACTORS -

SHUTTLE VALVE
On s o m e boats steering may become
d i f f i c u l t or unstable when t h e S e l e c t r i m i s
BOW POINTER "LO" - TRIM IN
moved t o t h e full HI o r LO positions. T h e
h e l m s m a n m a y f i n d s t e e r i n g i s uncommonly SelecTrim controlling angle of the stern drive.
7-10 REMOTE CONTROLS
© pdfmanualpublisher.com 2005

e a s y in o n e d i r e c t i o n and m o r e d i f f i c u l t t h a n
usual in t h e oppposite direction. This condi-
tion i s c a u s e d by t h e i n c r e a s e d s t e e r i n g
torque reaction at t h e vertical drive c r e a t e d
by t h e a n g l e change.
Under s u c h a d v e r s e s t e e r i n g conditions,
s a f e t y of t h e b o a t a n d c r e w i s in jeopardy.
T h e r e f o r e , t h e condition should b e c o r r e c t e d
as soon as possible. T h e t o t a l t r a v e l of t h e
S e l e c t r i m u n i t is l i m i t e d by a n i n t e r n a l
m e c h a n i c a l stop. T h e u n i t should NOT b e
b o t t o m e d a g a i n s t t h e s t o p f o r long periods
of t i m e t o minimize t h e s t a r t i n g loads on
t h e t r i m m o t o r when t r i m o p e r a t i o n s a r e
again a c t i v a t e d .
An i n t e r n a l c i r c u i t b r e a k e r p r o t e c t s t h e A f t e r t h e l i f t i n g d e v i c e i s in p l a c e and
S e l e c t r i m m o t o r f r o m overload. If t h e Slec- ready, r e m o v e t h e l a g b o l t s on t h e p o r t a n d
t r i m s w i t c h i s held in t h e s a m e d i r e c t i o n s t a r b o a r d f r o n t m o t o r mounts. Take a
a f t e r t h e u n i t h a s r e a c h e d t h e e n d of i t s s t r a i n on t h e l i f t i n g d e v i c e u n t i l t h e e n g i n e
t r a v e l , t h e c i r c u i t b r e a k e r will trip. This is weight has been removed from t h e trim
particularily t r u e f o r t h e HI bow position. If assembly.
t h e c i r c u i t b r e a k e r i s tripped, allow t h e 2- O n t h e 1 6 5 h p e n g i n e installation,
m o t o r t o c o o l f o r a b o u t 3 0 seconds. T h e r e m o v e t h e s n a p ring f r o m t h e e n d of t h e
c i r c u i t b r e a k e r will a u t o m a t i c a l l y r e s e t pivot s h a f t at t h e t o p of t h e jackscrew.
i t s e l f a n d t h e S e l e c t r i m c a n a g a i n b e oper- Support t h e t r i m a s s e m b l y a n d r e m o v e t h e
ated. pivot pin.
3- R e m o v e t h e t r i m assembly and c a t c h
REMOVAL t h e g r o m m e t s f r o m e a c h s i d e of t h e jack
screw. T h e g r o m m e t s a r e c u t o u t t o c l e a r
1- B e f o r e t h e S e l e c t r i m c a n b e r e m o v e d , t h e engine bracket.
t h e e n g i n e m u s t b e raised just enough t o 4- O n 120 t o 140 hp e g n i n e installations,
t a k e t h e w e i g h t f r o m t h e S e l e c t r i m unit. r e m o v e t h e f o u r b o l t s t o t h e e n g i n e mount-
No big deal! T h e e n g i n e h a s t w o l i f t i n g ing brackets. R e m o v e t h e t i e w r a p f r o m t h e
b r a c k e t s t o b e used w i t h a l e n g t h of chain. b o t t o m of t h e S e l e c t r i m boot.
Run t h e c h a i n through t h e holes in t h e
lifting brackets, and then fasten t h e ends DISASSEMBLY
t o g e t h e r w i t h a bolt a n d nut. A t t a c h t h e
l i f t i n g d e v i c e in t h e c e n t e r of t h e chain, a n d 5- Unscrew t h e jackscrew by t u r n i n g t h e
then t i e t h e chains together t o prevent t h e Selectrim engine mount counterclockwise t o
l i f t i n g d e v i c e f r o m riding down t h e c h a i n as allow room t o c l a m p t h e jackscrew in a vise.
a s t r a i n o n t h e e n g i n e is t a k e n . A f t e r t h e jackscrew h a s b e e n t u r n e d enough,
c l a m p i t in a vise.

ENGINE MOUNT
 © pdfmanualpublisher.com 2005

6- Drive t h e roll pin o u t of t h e t o p of

t h e jackscrew using a d r i f t punch a n d ham-
mer.
7- R e m o v e t h e n u t f r o m t h e t o p of t h e
jackscrew w i t h a 1-118" socket.
8- L i f t t h e assembly f r o m t h e vise, and
then turn t h e S e l e c t r i m engine m o u n t brack-
et counterclockwise and r e m o v e i t f r o m t h e
jackscrew.

9- R e m o v e t h e t h r e e self- tapping s c r e w s
securing t h e boot, a n d t h e n r e m o v e t h e
boot. If necessary, use a n a r b o r press t o
r e m o v e t h e rubber g r o m m e t f r o m t h e engine
mount assembly.
10- R e m o v e t h e mount r e t a i n e r f r o m
t h e t h r e a d e d e n d of t h e jackscrew.
11- R e m o v e t h e pillow blocks f r o m e a c h
side of t h e f r o n t m o t o r mount.
12- R e m o v e t h e c l a m p s and slide t h e t r i m
m o t o r rubber c o v e r back t o gain a c c e s s t o
t h e motor m o u n t through- bolts. R e m o v e
t h e through- bolts a n d NOTICE t h e lower
bolt s e c u r e s t h e m o t o r ground wire. CARE-
FULLY r e m o v e t h e m o t o r t o avoid pulling
 2 REMOTE CONTROLS
© pdfmanualpublisher.com 2005

off t h e e n d caps. T h e s e c a p s a r e s e a l e d t o
t h e frame.
13- T h e roll pin, t w o t h r u s t washers, a n d
t h e bearing on t h e a r m a t u r e s h a f t a r e s e r -
viced as a unit w i t h t h e motor.

PILLOW
BLOCK

14- C l a m p t h e m o t o r m o u n t in a vise, a n d
t h e n r e m o v e t h e S e l e c t r i m s e n d e r unit.
N o t i c e a n d r e m e m b e r t h e position of t h e
w i r e c l a m p as a n aid t o assembly. T h e
sending u n i t a n d c o v e r a r e s e r v i c e d as a n
assembly. DO NOT DISCARD t h e c o v e r O-
ring. If t h e ring i s in good condition, i t m a y
b e ilsed again.
15- To test t h e s e n d e r unit, u s e a n
o h m m e t e r set t o t h e RX-100 scale. T h e
m e t e r MUST i n d i c a t e c o n t i n u i t y w i t h n o
resistance.
16- R e m o v e t h e a t t a c h i n g s c r e w s f r o m
t h e w o r m w h e e l cover. R e m o v e t h e t h r u s t
w a s h e r , bearing, a second t h r u s t washer, and
a n y shims, in t h a t order. Slide t h e w o r m
g e a r o u t of t h e cover.
17- R e m o v e t h e bolt and washers f r o m
t h e e n d of t h e jackscrew. NOTICE t h e
 © pdfmanualpublisher.com 2005

TWO F L- .A.T.
WASHERS
WITH
SPRING

small spring washer between t h e t w o f l a t

was hers.
18- R e m o v e t h e worm wheel f r o m t h e
m o u n t by turning i t counterclockwise. O n
t h e 165 hp engine installation only, discon-
n e c t t h e rubber boot tie. Lift t h e front
mount f r o m t h e jackscrew.
19- Using a slide h a m m e r , r e m o v e t h e
f i r s t bearing f r o m inside t h e m o t o r mount. 21- Notice how t h e upper bearing i s
20- ~ e i c a v et h e t h r u s t washer, t h r u s t positioned in t h e m o t o r m o u n t t o provide
bearing, a second t h r u s t wassher, a n y shims, c l e a r a n c e f o r t h e jaws of a bearing removal
and t h e O-ring f r o m t h e m o t o r mount bore. tool.
REMEMBER, t h e y w e r e removed in t h e ord- 22- Install t h e puller properly, and t h e n
e r listed as an aid t o assembly. r e m o v e t h e bearing.

WORM
WHEEL
COVER

0-R I NG
GROOVE
/

GEAR
7- 14 REMOTE CONTROLS © pdfmanualpublisher.com 2005

LOWER
BEARING

BOTTOM SIDE

UPPER "0" RING

BEARING \ / CLEANING AND INSPECTING

C l e a n all of t h e p a r t s in solvent, a n d
then blow t h e m dry with compressed air.
R e p l a c e any p a r t t h a t is badly corroded,
worn, o r damaged.
R e p l a c e t h e O-ring f r o m t h e groove in
t h e m o t o r mount. C h e c k t h e boot f o r
c r a c k s and wear. Inspect t h e g e a r , t h r u s t
bearing, t h r u s t washer, shim, worm wheel,
and shaft. C h e c k t h e jackscrew f o r d a m a g e
o r corrosion.

Inspect the boot for cracks or other signs of

damage.
 © pdfmanualpublisher.com 2005 SELECTR IM 7- 15

UPPER "0" RING

BEARING \ /

Inspect the screw threads for wear and distortion.

ASSEMBLING

1- Tool Drive No. 311880 and Bearing F i r s t , install t h e worm wheel-and-shaf t

Installer No. 907990 a r e required t o perform assembly i n t o place. Next, use a shim
this bearing installation. T h e tool will s e a t gauge, Special Tool No. 970988, t o d e t e r -
t h e bearing t h e proper d e p t h in t h e cavity. mine how m u c h shimming is requied t o ob-
Drive t h e upper needle bearing i n t o t h e tain t h e ZERO end play. O n c e this i s d e t e r -
m o t o r mount upper bearing c a v i t y with t h e mined, r e m o v e t h e worm wheel-and- shaft
l e t t e r side of t h e bearing f a c i n g up. asembly; and finally, add t h e required shims.
2- In this order, install t h e t h r u s t wash-
e r , t h r u s t bearing, second t h r u s t washer, and
t h e O-ring into t h e l a r g e bearing c a v i t y in
t h e motor mount.
3- Shims MUST be installed between
t h e t h r u s t washer and t h e seal in t h e m o t o r
mount t o obtain ZERO end play of t h e worm
wheel- and- shaft assembly in t h e m o t o r
mount.

TOOL DRIVER
31 1880

4- Special Bearing Installer Tool No.

907989 and Drive Handle No. 311880 a r e
BEARING required t o perform this bearing installa-
INSTALLER tion. ALWAYS press against t h e l e t t e r e d
side of t h e bearing during installation. In-
s t a l l t h e lower bearing with t h e l e t t e r e d
side of t h e bearing f a c i n g up.

PULLER JAWS
7-16 REMOTE CONTROLS © pdfmanualpublisher.com 2005
5- O n u n i t s installed on 165 h p m o d e l s
only: C l a m p t h e pivot jackscrew in a vise,
and t h e n slip t h e boot o v e r t h e s c r e w w i t h
t h e s m a l l e n d going on first.
O n a l l models: Install t h e m o t o r m o u n t
over t h e shaft, and then thread t h e worm
wheel- and- shaft a s s e m b l y o n t o t h e jacks-
crew.
6- R o t a t e t h e jackscrew s h a f t down
until you a r e a b l e t o install t w o f l a t w a s h e r s
w i t h spring washers b e t w e e n them. T i g h t e n
t h e s c r e w t o a t o r q u e value of 20 ft- lbs.
WORM
WHEEL
COVER
GEAR
7- Install t h e s h i m b ) , t h r u s t washer, a n d
t h r u s t b e a r i n g in t h e w o r m g e a r b e a r i n g
bore of t h e worm wheel cover.
8- Shims MUST b e installed t o o b t a i n
ZERO e n d play b e t w e e n t h e w o r m g e a r and
t h e housing. T h e w o r m g e a r MUST b e
installed w i t h ZERO e n d play in t h e w o r m
w h e e l housing.
F i r s t , install t h e w o r m g e a r in t h e cover.
N e x t , u s e Special Tool No. 907987 t o d e t e r -
m i n e t h e shimming requied t o l o c a t e t h e
g e a r f o r ZERO e n d play. R e m o v e t h e w o r m
g e a r and shim as required. T h e shim(s)
MUST b e p l a c e d b e t w e e n t h e seat in t h e
w o r m wheel housing and t h e t h r u s t washer.
9- In t h i s o r d e r , install t h e s h i m b ) ,
t h r u s t washer, t h r u s t bearing, and s e c o n d
t h r u s t w a s h e r in t h e w o r m w h e e l c o v e r .
 © pdfmanualpublisher.com 2005

WORM
WHEEL
COVER

10- Special Tool No. 907986 i s required t o

perform this step. Determine t h e shimming
GEAR r e q u i r e d t o l o c a t e t h e w o r m wheel s h a f t
properly w h e n t h e c o v e r i s installed. Install
t h e n e c e s s a r y shim(s). Position a n e w O- ring
in t h e g r o o v e in t h e m o t o r mount. Use
heavy l u b r i c a n t t o hold t h e shim(s), t h r u s t
w a s h e r , a n d b e a r i n g in t h e c o v e r . Install t h e
c o v e r on t h e m o t o r mount. T i g h t e n t h e
b o l t s t o a t o r q u e value of 18-20 ft- lbs.
11- Install a NEW t i e w r a p around t h e
jackscrew boot.
12- Position a NEW ring in t h e groove
in t h e s e n d e r u n i t c o v e r , a n d t h e n install t h e
cover.
13- O n units installed on 120-140 h p
e n g i n e s only: Install t h e m o t o r r e t a i n e r
* - .---'
o n t o t h e t h r e a d e d e n d of t h e jackscrew.
SHIM 14- P r e s s t h e rubber g r o m m e t i n t o t h e
GAUGE e n g i n e m o u n t assembly, if i t w a s r e m o v e d
907986 during disassembly. Install t h e boot o n t o
t h e e n g i n e m o u n t assembly.
7- 1 8 REMOTE CONTROLS
© pdfmanualpublisher.com 2005
15- Install t h e e n g i n e m o u n t assembly
o n t o t h e jackscrew. T h e jackscrew g o e s o n
clockwise. C l a m p t h e jackscrew in a s o f t -
jawed vise, and t h e n install t h e n u t , a n d
t i g h t e n i t until t h e roll pin c a n b e inserted.
R e m o v e t h e unit f r o m t h e vise, a n d t h e n
t u r n t h e e n g i n e m o u n t assembly clockwise
until t h e jackscrew i s a b o u t half w a y i n t o
t h e SelecTrim unit. Secure a tie wrap
around t h e b o t t o m of t h e SelecTrim boot.
BLOCK
16- O n u n i t s installed on 120-140-165 h p
e n g i n e s only: Install t h e t r i m m o t o r , a n d
t h e n slide t h e b o o t o v e r t h e m o t o r . S e c u r e
t h e b o o t w i t h t h e clamp.
17- Install t h e pillow blocks.
INSTALLATION ON THE ENGINE
18- O n 165 h p e n g i n e installations: C o a t
t h e pivot pin w i t h T y p e "A" l u b r i c a n t , a n d
t h e n a s s e m b l e t h e SelecTrim o n t o t h e f r o n t
of t h e engine. BE SURE t h e c u t o u t portion
of t h e g r o m m e t i s positioned f a c i n g a f t in
order t o clear t h e engine bracket.
19- On u n i t s installed on 120-140 h p
engines: Install t h e SelecTrirn e n g i n e m o u n t
o n t o t h e engine.
On units installed on 1 6 5 hp engines:
Install t h e s n a p ring on t h e pivot s h a f t .
On a l l installations: C o n n e c t t h e Selec-
T r i m wiring. Operate t h e engine lifting
d e v i c e a n d lower t h e engine.
20- Align t h e l a g b o l t holes in t h e m o u n t
w i t h t h e holes in t h e e n g i n e mounting
s t r i n g e r s . Install t h e l a g bolts.
 © pdfmanualpublisher.com 2005
SELECTRIM FORD V8 7-1 9

The unit consists of a hydraulic pump,

FRONT
reservoir, and e l e c t r i c motor. Two hydrau-
ENGINE lic a c t u a t o r s a r e located under t h e forward
MOUNT motor mounts. The e l e c t r i c motor is actua-
ASSEMBLY ted by a selecTrim toggle switch on t h e dash
\ panel. The e l e c t r i c motor powers t h e hy-
draulic pump which provides fluid pressure
t o t h e hydraulic a c t u a t o r s t o raise or lower
t h e front of t h e engine.
When t h e SelecTrim switch on t h e dash
is moved t o t h e HI position, t h e vertical
drive moves away from t h e transom, and t h e
bow of t h e boat is raised. Movement of t h e
switch t o t h e LO position causes t h e vertical
drive t o move in towards t h e transom and
t h e bow is lowered.
The boat is properly trimmed when t h e
SelecTrim unit is adjusted t o provide t h e
most satisfactory bow position for maximum
boat performance, under various speed and
load conditions.
Changes in t h e bow position a r e display-
ed on an indicator gauge installed on t h e
SelecTrim dash panel.
The SelecTrim motor is protected from
overload by an internal circuit breaker, and
a 100 a m p in-line fuse located on t h e main
post of t h e s t a r t e r assist solenoid. This f u s e

TRIM OUT - BOW

UP
Lubricate t h e SelecTrim unit with Suno-
plex EP 992 using a hand gun. Work t h e gun
about five t o eight good strokes at t h e
bottom of t h e lube fitting.
To center t h e needle: Move t h e control PI TRIM IN - BOW
DOWN
lever t o t h e HI and LO positions until t h e
motor stops. The trim indicator is equipped
with a slip-type clutch which will c e n t e r t h e
needle.
7- 10 SELECTRIM
FORD V8 ENGINES

DESCRIPTION AND OPERATION

The SelecTrim allows t h e angle of t h e

vertical drive unit t o be changed, with re-
s p e c t t o the boat bottom. This angle
change contributes t o maximum boat atti-
tude and performance for a given condition.
The angle is changed by raising or lowering
t h e front of t h e engine by an electro-hy-
draulic unit a t t a c h e d t o t h e f r o n t motor
mount. Operation o f the OMC SelecTrirn.
7-20 REMOTE CONTROLS
© pdfmanualpublisher.com 2005

a l s o p r o t e c t s t h e power t i l t e l e c t r i c a l sys-
tem.
If t h e SelecTrim s w i t c h i s held in t h e
s a m e direction a f t e r the unit has reached
t h e e n d of i t s t r a v e l , t h e c i r c u i t b r e a k e r will
trip. This i s particularily t r u e f o r t h e HI
bow position. If t h e c i r c u i t b r e a k e r i s
tripped, allow t h e m o t o r t o c o o l f o r a b o u t
30 seconds. T h e c i r c u i t b r e a k e r will a u t o -
F-sLRypRI r400 PSI R E L I E F
m a t i c a l l y r e s e t itself a n d t h e S e l e c T r i m c a n
again be operated.

SELECTRIM SERVICE

T h e following s e c t i o n s provide step- by-

s t e p illustrated procedures for servicing t h e
cylinder a n d hydraulic pump.
R e p l a c e m e n t of t h e m a n u a l r e l e a s e
valve; e l e c t r i c a l c h e c k s f o r t h e s y s t e m ; a n d
tests f o r t h e SelecTrim g a u g e a n d s e n d e r BOW POINTER "HI" - TRlM OUT
units a r e also included.
The sections a r e coded for easy refer-
e n c e when p e r f o r m i n g o t h e r work. The
s t e p s a r e keyed by n u m b e r t o t h e illustra-
tions.

TRIM CYLINDER SERVICE

T h e following p r o c e d u r e s o u t l i n e d e t a i l - BOW POINTER CENTERED

TRlM NORMAL
-
e d s t e p s t o r e m o v e , disassemble, c l e a n , in-
s p e c t , r e p a i r , a s s e m b l e , a n d i n s t a l l t h e cyl-
inder.

REMOVAL

1- R o t a t e t h e m a n u a l r e l e a s e valve on
t h e hydraulic p u m p t h r e e t o four t u r n s
c o u n t e r c l o c k w i s e t o lower t h e engine.
ALWAYS k e e p c l e a r of t h e e n g i n e a n d t h e " LO"
t r i m mechanism while o p e r a t i n g t h e m a n u a l
r e l e a s e valve. NEVER a t t e m p t t o m a k e a n y
adjustments, t o remove any part, o r t o
1 , O I L RESERV0,IR
~n4 0 PSI
0 RELIEF VALVE
]
a t t a c h a n y t e s t irlstrurnents un ti1 t h e piston I

rods a r e fully r e t r a c t e d .
2- B e f o r e t h e cylinder c a n b e r e m o v e d ,
t h e e n g i n e m u s t b e raised just enough t o
t a k e t h e w e i g h t f r o m t h e S e l e c T r i m unit.
The engine has two lifting brackets t o b e
used w i t h a l e n g t h of chain. Run t h e c h a i n
through t h e holes in t h e l i f t i n g b r a c k e t s , a n d
then fasten t h e ends together with a bolt
a n d nut. A t t a c h t h e l i f t i n g d e v i c e in t h e
c e n t e r of t h e chain, a n d t h e n t i e t h e c h a i n s
together t o prevent t h e lifting device from
riding down t h e c h a i n as a s t r a i n on t h e BOW POINTER " LO" - TRlM IN
engine is taken. Check t o be sure clearance
e x i s t s b e t w e e n t h e t o p r e a r of t h e i n t e r m e - SelecTrim system controlling the bow position.
 © pdfmanualpublisher.com 2005
SELECTRIM FORD V8 7-21

VALVE BODY
AND GEAR
ASSEMBLY

MANUAL RELEASE
V A L V E ASSEMBLY @
d i a t e housing a n d t h e t r a n s o m c u t - o u t w h e n
moving t h e engine. A f t e r t h e l i f t i n g d e v i c e
i s in p l a c e a n d r e a d y , r e m o v e t h e l a g b o l t s
on t h e p o r t and s t a r b o a r d f r o n t m o t o r
mounts. T a k e a s t r a i n on t h e l i f t i n g d e v i c e
until t h e e n g i n e w e i g h t h a s b e e n r e m o v e d
f r o m t h e t r i m assembly.
3- D i s c o n n e c t t h e SelecTrim u n i t s e n d e r
leads. T h e black/orange l e a d h a s a knife- Because of t h e wide r a n g e of b o a t hull
t y p e disconnect. a n d bilge a r e a designs, i t m a y b e n e c e s s a r y
4- Be p r e p a r e d t o c a t c h hydraulic fluid t o r e m o v e t h e e n g i n e a n d SelecTrim unit
a n d d i s c o n n e c t t h e piston rod hydraulic l i n e s t o g e t h e r . S e e C h a p t e r 3 f o r e n g i n e remov-
at t h e pump unit. R e m o v e t h e hydraulic al.
line c l a m p f r o m t h e f r o n t of t h e oil pan.
R e m o v e t h e t w o bolts, p o r t and s t a r b o a r d ,
a t t a c h i n g t h e t r i m cylinders a n d m o t o r CYLINDER DISASSEMBLY
m o u n t assembly t o t h e engine. R e m o v e t h e
assembly f r o m t h e boat. TAKE CARE n o t 1- R e m o v e t h e hydraulic lines f r o m b o t h
t o bend t h e hydraulic lines. T h e oil f i l t e r cylinders. R e m o v e t h e g a u g e s e n d e r unit
m a y h a v e t o b e removed f o r additional f r o m t h e p o r t s i d e cylinder. Bend t h e t a b s
clearance. o u t and r e m o v e t h e l o c k nuts, a n d t h e n
s e p a r a t e t h e piston cylinders f r o m t h e t i e
b a r and m o t o r mounts.
2- R e m o v e t h e f o u r s c r e w s f r o m t h e
b o t t o m of t h e cylinder. Pull t h e c o v e r ,
piston, a n d rod assembly f r o m t h e cylinder.
Pull t h e c o v e r of off t h e rod.
7-22 REMOTE CONTROLS
© pdfmanualpublisher.com 2005
3- R e m o v e and DISCARD t h e s e a l rings
a n d w i p e r s f r o m t h e c o v e r a n d piston. T h e
c o v e r h a s i n t e r n a l a n d e x t e r n a l s e a l rings.
T h e i n t e r n a l s e a l h a s t w o s p l i t backup rings
installed on e a c h s i d e of t h e s e a l ring. T h e
e x t e r n a l s e a l h a s a single s p l i t backup ring
installed. T h e piston and rod a r e s e r v i c e d as
a n assembly. NEVER a t t e m p t t o r e m o v e
t h e piston f r o m t h e rod.
CLEANING AND INSPECTING
C l e a n a l l m e t a l p a r t s in solvent and blow
t h e m d r y w i t h c o m p r e s s e d air. Inspect t h e
piston, rod, a n d cylinder bore f o r w e a r ,
s c r a t c h e s , a n d corrosion. T h e cylinder b o r e s
a r e microfinished. T h e r e f o r e , a n y d a m a g e
will c a u s e by-passing of hydraulic fluid a n d
d a m a g e t o t h e s e a l rings and wipers.
Inspect t h e piston a n d rod r e t a i n i n g
rings. If t h e upper o r lower ring h a s b e e n
u n s e a t e d f r o m i t s groove, o r if t h e piston
h a s moved f r o m i t s press f i t on t h e rod,
RETAINING
RINGS
T SEAL AND
BACKUP
RINGS
r e p l a c e t h e piston, rod a n d ring assembly.
Inspect t h e t r i m cylinder c o v e r s f o r
s c r a t c h e s , a n d w e a r in t h e rod bore. R e -
p l a c e t h e c o v e r if i t i s worn.
I n s p e c t - t h e hydraulic l i n e f i t t i n g s , b u t
DO NOT r e m o v e t h e m unless t h e y a r e
damaged. If a f i t t i n g m u s t b e replaced,
TAKE CARE t o position a n d install t h e
r e p l a c e m e n t in t h e s a m e m a n n e r as t h e
original. C o a t t h e f i t t i n g t h r e a d s w i t h Loc-
t i t e Hydraulic S e a l a n t , o r equivalent, b e f o r e
installation.
ASSEMBLING A TRIM CYLINDER
1- L u b r i c a t e t h e cylinder bore, rod, a n d
piston w i t h OMC Sea- Lube P r e m i u m Blend
G e a r c a s e Lube. Install a NEW s e a l ring o n
t h e piston.
2- Install a NEW s e a l ring and back- up
ring on t h e t r i m cylinder c o v e r . T h e s l i t in
t h e backup ring MUST b e properly aligned,
as shown.
3- Install a NEW wiper in t h e c o v e r b o r e
w i t h t h e lip f a c i n g out. Slide t h e c o v e r s
o n t o t h e rod. Assemble t h e piston and c o v e r
t o t h e cylinder w i t h t h e hydraulic f i t t i n g
COVE
I
C
BACKUP
RINGS
 © pdfmanualpublisher.com 2005
SELECTRIM FORD

RETAINING ROD
RINGS WIPER T SEAL
LIP \ ASSEMBLY

T SEAL AND
BACKUP
RINGS

f a c i n g inward. C o a t t h e c o v e r s c r e w w i t h
O M C N u t Lock prior t o assembly. A t t a c h
t h e cover with t h e attaching screws and
t i g h t e n t h e m t o a t o r q u e value of 33-38 f t -
Ibs.
4- A f t e r both cylinders h a v e been prop-
e r l y assembled, install t h e m t o t h e f r o n t
m o t o r m o u n t s and t i e b a r w i t h NEW lock
nuts. Tighten t h e n u t s t o a t o r q u e value of
80-90 ft-lbs. Bend t h e l o c k t a b s o v e r t h e
nuts. C o n n e c t t h e hydraulic lines t o t h e
t r i m cylinders. Connect t h e trim gauge
s e n d e r t o t h e p o r t s i d e t r i m cylinder. Con-
n e c t t h e ground l e a d under t h e a f t screw.

TRiM CYLINDER INSTALLATION

5- Place t h e motor mount and t r i m

cylinder assembly in position under t h e en-
gine. Attach t h e trim cylinders t o t h e
e n g i n e and t i g h t e n t h e s c r e w s t o a t o r q u e
value of 55-65 ft-lbs. Lower t h e e n g i n e
o n t o t h e stringers, a n d t h e n install t h e en-
g i n e m o u n t l a g bolts. C o n n e c t t h e hydraulic
l i n e s t o t h e hydraulic pump. Install t h e

COVER
I

&

BACKUP
RINGS
7-24 REMOTE CONTROLS
© pdfmanualpublisher.com 2005

hydraulic line c l a m p t o t h e f r o n t of t h e
engine.
Fill t h e hydraulic pump a c c o r d i n g t o t h e
procedures in t h e n e x t s e c t i o n under Adding
Fluid or Filling a Dry S y s t e m Installed.
THRU-BOLT
7-11 HYDRAULIC PUMP PACKAGE
AND MOTOR SERVICE

T h e hydraulic pump installed in t h e se-

IecTrim assembly i s a c o m p a c t , high-pres-
s u r e pump driven by a n e l e c t r i c m o t o r . T h e
p u m p d e l i v e r s pressurized fluid t o t h e t r i m
HEAD ASSEMBLY
cylinders. -0 COMMUTATOR END
This s e c t i o n provides s e r v i c e i n s t r u c t i o n s
for t h e pump and t h e motor.

REMOVAL

1- D i s c o n n e c t t h e r e d w i r e and t h e
b l u e l o r a n g e a n d g r e e n l o r a n g e sending u n i t
w i r e s f r o m t h e t r i m solenoids. Be p r e p a r e d
t o c a t c h hydraulic fluid a n d d i s c o n n e c t t h e
hydraulic l i n e s at t h e pump. Drain t h e
hydraulic fluid f r o m t h e reservoir. This i s
accomplished by removing t h e t w o a l l e n
h e a d drain screws. O n e s c r e w is l o c a t e d o n
t h e side of t h e pump and t h e o t h e r is on t h e
bottom.
R e m o v e t h e pump and sclenoids as a n
a s s e m b l y f r o m t h e engine.

-
FIELD ASSEMBLY

O-RING

RESERVOIR
HOUSING
 SELECTRIM PUMP 7-25
© pdfmanualpublisher.com 2005

DISASSEMBLY
HACKSAW BLADE
2- Mark t h e reservoir, v a l v e body, a n d
m o t o r body as a n a i d t o a l i g n m e n t during
assembly. Loosen t h e f r a m e s c r e w s until
t h e t a p p e d holes in t h e r e s e r v o i r a r e dis-
engaged. DO NOT r e m o v e t h e screws.
Slide t h e e n d head, a n d t h e f r a m e a n d
f i e l d assembly off of t h e reservoir. T h e
a r m a t u r e normally will r e m a i n in t h e f r a m e
a n d f i e l d assembly.
Pull t h e a r m a t u r e o u t of t h e f r a m e a n d
f i e l d assembly. TAKE CARE n o t t o loose
t h e ball bearing at t h e t o p e n d of t h e s h a f t
a n d t h e w a s h e r s on t h e lower end.
CAREFULLY slide t h e f r a m e a n d f i e l d
a w a y f r o m t h e e n d h e a d in o r d e r t o e x p o s e
t h e wiring connections. TAKE NOTICE of Testing an armature on a growler with a hacksaw
t h e field l e a d c o n n e c t i o n s t o t h e e n d c a p . blade.
Remove t h e f r a m e screws, disconnect t h e TEST LEADS
leads, a n d t h e n r e m o v e t h e e n d head.
3- Remove t h e screws securing t h e n ARMATURE
pump t o t h e reservoir, and then remove t h e
p u m p assembly. T h e manual r e l e a s e valve
a n d t h e e n d O- ring a r e t h e only p a r t s servic-
e d in t h e pump assembly. If t h e i n t e r n a l
valves a r e d e f e c t i v e , t h e v a l v e body a n d
g e a r assembly MUST be replaced.

CLEANING AND INSPECTING

Inspect t h e brushes f o r w e a r and chipped

corners. If t h e brushes a r e d a m a g e d , c r a c k -
ed, o r worn half way down, t h e y should be
replaced. If t h e springs a p p e a r t o b e w e a k
o r t a k e a set, if collapsed, t h e y should be
replaced. C l e a n t h e c o n t a c t points of t h e
c i r c u i t b r e a k e r b u t TAKE CARE n o t t o
spring t h e bi- metal strip. Polish t h e p o i n t s
BODY
COMMUTATOR
Armature check for a short: one test light lead on
each commutator segment, alternately, and the other
lead on the armature core. No continuity.
f o r continued long l i f e w i t h a s t r i p of e x t r a
f i n e e m e r y cloth. Check t h e armature
t h r u s t ball b e a r i n g f o r wear.
Wipe a l l p a r t s c l e a n a n d dry. NEVER u s e
s o l v e n t b e c a u s e i t m a y s o f t e n insulation on
t h e armature. Clean the commutator with
g r a d e 80 sandpaper.
T r u e t h e c o m m u t a t o r , if necessary, in a
l a t h e . NEVER u n d e r c u t t h e m i c a b e c a u s e
t h e brushes a r e h a r d e r t h a n t h e insulation.

CORRECT INCORRECT

Armature segments properly cleaned ( l e f t ) and

MANUAL RELEASE improperly cleaned (right).
7-26 REMOTE CONTROLS
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Check t h e a r m a t u r e for a short circuit by

placing i t on a growler and holding a hack
saw blade over t h e a r m a t u r e c o r e while t h e
a r m a t u r e is rotated. If t h e saw blade vi-
brates, t h e a r m a t u r e is shorted. Clean
between t h e commutator bars, and then
check again on t h e growler. If t h e saw
blade still vibrates, t h e a r m a t u r e must be
replaced.
Make c o n t a c t with one probe of a t e s t
light on t h e a r m a t u r e c o r e or shaft and t h e
other probe on t h e commutator. If t h e light
c o m e s on, t h e a r m a t u r e is grounded and
must be replaced.
Visually inspect t h e insulation for indi-
cations of overheating and for damaged
windings. Remove any deposits of carbon or
foreign m a t t e r which could contribute t o
later failure of t h e windings.

ASSEMBLING THE PUMP

AND MOTOR

1- Assemble t h e brushes and t h e springs

t o t h e end head. Connect t h e field leads t o
t h e end head. Install t h e washers on the
long shaft end of t h e armature. Slide t h e
a r m a t u r e into t h e f r a m e and field assembly.
Install a NEW O-ring on the reservoir. WASHER
Place t h e armature, frame, and field assem- D A T Y A r c -
bly in position on the reservoir. Place t h e
ball bearing on t h e top end of t h e a r m a t u r e
shaft. Position a NEW gasket on t h e f r a m e
and field assembly. Place t h e end c a p and
brush assembly in position on t h e f r a m e and
field assembly. Check t o be sure t h e arma-
ture commutator does n o t disengage t h e
brushes during assembly.
Attach t h e motor cable t o t h e appropri-
ate solenoid terminals and a c t u a t e t h e
switch t o check for proper motor operation F l ELD ASSEMBLY
in both directions. The motor current, when
i t is not assembled t o t h e pump, should not O-RING
be more than 20 amps for either direction.
Install t h e assembled motor onto t h e
reservoir housing. Observe and align t h e RESERVOIR
marks made during disassembly. Lightly HO US1NG
tighten t h e f r a m e screws.
2- Install t h e pump assembly with a
NEW O-ring. TAKE CARE t o align t h e
pump s h a f t with t h e motor shaft for proper
engagement. Tighten t h e pump assembly
mounting screws t o a torque value of 15-20
in.-lbs. Tighten t h e f r a m e screws t o 30-35
in.4 bs.
 SELECTRIM PUMP 7-27
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MANUAL RELEASE VALVE

REPLACEMENT

4- The manual release valve is located

on t h e bottom of t h e pump. I t is not
necessary t o remove t h e hydraulic pump
from t h e engine in order t o sevice this
valve. To replace t h e valve, simply unscrew
t h e valve and replace i t with a new part.
Tighten t h e valve t o a torque value of 10-20
in.-lbs. After t h e valve has been replaced,
check t h e hydraulic fluid level and bleed t h e
system acccrding t o t h e procedures outlined
in t h e next section.
RELEASE

,VALVE BODY

PUMP AND MOTOR INSTALLATION

3- Install t h e pump on t h e engine. Con-

n e c t t h e hydraulic lines. ALWAYS s t a r t t h e
fitting with your fingers and be sure t h e
connection has been made by a least a
couple full turns before tightening i t with a
tool. Connect t h e electrical connectors. / .' HANUAL RELEASE
Fill t h e fluid reservoir and test t h e unit
according t o t h e procedures outlined in t h e
this section, Adding Fluid.
ADDING FLUID OR FILLING A DRY
HYDRAULIC SYSTEM - INSTALLED

This procedure should be used if a sub-

stantial amount of fluid has been lost due t o
repair of t h e system or for any other reason.
Total capacity of t h e system is 14 fluid oz.
(1-314 cups). NEVER o p e r a t e t h e pump
without fluid in t h e reservoir. Fill or add t o
t h e system ONLY OMC Sea-Lube Premium
Blend Gearcase Lube.
1- With both piston rods down and t h e
fill plug removed, top off t h e reservoir with
fluid.
2- Run t h e trim motor t o extend t h e
rods. ADD FLUID i n t o t h e reservoir as t h e
piston rods EXTEND.
3- Replace t h e fill plug.
4- O p e r a t e t h e trim motor and r e t r a c t
both rods. O p e r a t e t h e motor until t h e rods
a r e fully extended. Remove t h e fill plug,
again top off t h e reservoir, and replace t h e
plug
5- Repeat s t e p 4, until t h e reservoir
requires no more fluid with t h e rods fully
extended.
6- Check t h e boat's b a t t e r y and bring i t
up t o a full charge, if necessary.
7-28 REMOTE CONTROLS
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7- Energize t h e pump t o e x t e n d t h e
rods. T h e e n g i n e should t r a v e l u p ;hru t h e
t r i m r a n g e (4 s t e r n drive o u t t o 3 in) in 9
t o 1 3 s e c o n d s a n d r e q u i r e 25-30 a m p s a t 1 2
v o l t s (13.5 v o l t s initial). In t h e down direc-
tion, c u r r e n t d r a w should b e a p p r o x i m a t e l y
25-30 a m p s f o r 8.5 s e c o n d s at 1 2 v o l t s (13.5
initial). S t a l l c u r r e n t should b e a b o u t 6 0
a m p s minimum in t h e full down position. If
t h e u n i t d o e s n o t p e r f o r m within t h e l i m i t s
described, p e r f o r m t h e c h e c k s in t h e follow-
ing sections.
ELECTRICAL CHECKS
1- C h e c k t h e v o l t a g e d r o p at t h e motor.
Although a 1 2 volt p o t e n t i a l i s imposed a t
t h e b a t t e r y connections, a v o l t a g e d r o p oc-
c u r s t h r u t h e c a b l e t o t h e p u m p m o t o r . If
t h e voltage drop thru t h e cable exceeds 3
v o l t s f o r t h e s t e r n d r i v e u p a n d 1.5 v o l t s
down, t h e pump m o t o r is n o t r e c e i v i n g t h e
proper i n p u t power. D e t e r m i n e t h e v o l t a g e
a t t h e pump m o t o r leads. C h e c k t o b e s u r e
t h e l e a d s a t t h e m o t o r a r e properly c o n n e c t -
ed.
C u r r e n t d r a w o v e r 50 a m p s while trirnm-
ing, i n d i c a t e s a possible i n e f f i c i e n t m o t o r
d u e t o a r m a t u r e misalignment, blackened
m o t o r brushes, o r corrosion of m o t o r parts.
Excessive c u r r e n t d r a w m a y a l s o b e
c a u s e d by a t i g h t p u m p s h a f t . C h e c k t h e
s h a f t by f i r s t removing t h e valve body a n d
g e a r assembly. T h e s h a f t should r o t a t e
w i t h o u t a n y indication of binding.
TESTING THE SENDER
2- Slide t h e r u b b e r s l e e v e a s i d e a n d
d i s c o n n e c t t h e s e n d e r b l a c k l o r a n g e l e a d at
t h e knife connection. S e t t h e s c a l e of a n
o h m m e t e r t o t h e high o h m s scale. M a k e
c o n t a c t w i t h o n e probe of t h e m e t e r t o t h e
s e n d e r l e a d a n d t h e o t h e r probe t o a good
ground. A c t i v a t e t h e t r i m u n i t f r o m t h e HI
t o LO position a n d n o t e t h e reading. In t h e
LO position t h e r e a d i n g should be 33.5 o h m s
a n d in t h e HI position, 240 ohms. If t h e
readings a r e n o t within t h e s e limits, o r g i v e s
i n t e r m i t t e n t readings, r e p l a c e t h e sender.
' 6 H ' g 240 OHMS
C =----=zs--
Ezi
',L
" LO 33.5 OHMS
JJ
c=====z---A.-
Conclusions: A c o n t i n u o u s LO r e a d i n g on
t h e g a u g e i n d i c a t e s a n open, o r broken
sending u n i t wire. A c o n t i n u o u s HI r e a d i n g
on t h e gauge indicates a shorted wire from
t h e sending u n i t t o t h e gauge.
7-12 TRU-COURSE STEERING
DESCRIPTION AND OPERATION
Tru- Course S t e e r i n g i s a n O M C mechani-
c a l , non- reversing s t e e r i n g s y s t e m f o r single
s t a t i o n installations. This s y s t e m w a s de-
veloped t o m e e t t h e d e m a n d s of today's
b o a t e r s desiring a non- reversing f e a t u r e a n d
o n e insensitive t o changing t r i m c h a r a c t e r -
istics.
A s t h e n a m e inplies, t h e Tru- Course sys-
t e m will hold t h e b o a t o n course. The
s y s t e m will point in a s h a r p t u r n as well as

© pdfmanualpublisher.com 2005
on a dead-ahead bearing, and i s m o r e posi-
t i v e at high speeds because s t e e r i n g loads
a r e constant. The system does n o t have
reduced steering e f f o r t s at low speeds.
Because i t will turn t h e s t e r n drive a full
90°, t h e full travel from hard-over in one
direction t o hard-over in t h e opposite di-
rection is almost equal t o t h e s t e r n drive
travel.
The Tru-Course system consists of t h e
helm assembly, a preassembled s t e e r i n g
cable, and a drum-and- bracket assembly.
Two cables a r e secured t o t h e drum assemb-
lies at e a c h end and a r e encased inside a
one-piece housing. C a b l e tension adjust-
m e n t is provided at e a c h cable drum.
TRUCOURSE STEERING 7-29
DISASSEMBLING
1- C e n t e r t h e wheel and vertical drive
for a dead-ahead c o u r s e if t h e system i s
operative. Remove t h e s t e e r i n g c a b l e
drum-and-bracket assembly from t h e helm
by f i r s t removing t h e retaining screw f r o m
t h e drum, and then t a k e off t h e c l a m p nut.
Next, slide t h e assembly off t h e helm shaft.
On some installations, i t may be necessary
t o remove t h e helm assembly at t h e s a m e
t i m e for t h e required clearance. This would
be t r u e f o r a binnacle installation.
2- Remove t h e c a b l e a n d drum-and-
b r a c k e t assembly f r o m t h e i n t e r m e d i a t e
housing by f i r s t removing t h e vertical drive
unit as outlined in C h a p t e r 10, Stern Drive.
Next, remove t h e support bracket-to-inter-
m e d i a t e housing screw. Remove t h e s t e e r -
ing drum- to-gear s h a f t retaining screw.
STANDY BY t o c a t c h t h e cable drum-and-
bracket assembly, spring washer, and t h e
spacer. Now, pull t h e spur gear-and-shaf t
assembly o u t of t h e i n t e r m e d i a t e housing.
The a f t washer on t h e gear s h a f t may re-
main on t h e s h a f t a s i t i s pulled out.
3- Remove t h e bushings f r o m t h e f r o n t
and r e a r , if necessary.
\l
PLATE
DRUM
RETAINING
\
SCREW CLAMP
SINGLE
STAT ION
CABLE ASSEMBLY # 1
PLASTIC COVER GUARD 0
7-30 REMOTE CONTROLS
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R ~ ~ ~ ~ ~ ~
STAINLESS N APPLY
G ANTI
CORROSION
LUBRICANT
SUPPORT BRACKET
BEFORE
ASSEMBLY HOLE

STEERING
SHAFT

RETAINING
LOCKWASHER / SCREW
SPRING
CABLE GUIDE
,TO BOTTOM
DRUM AND SUP

PLASTIC NUT-

ASSEMBLING
GUARD

1- T h e c a b l e a n d drum- and- bracket P l a c e t h e c a b l e a n d drum- and- bracket

a s s e m b l y a r e preassembled a n d h a v e r e t a i n - a s s e m b l y in position w i t h t h e hole in t h e
ing s c r e w holes in both c a b l e drums. T h e s e d r u m aligned w i t h t h e hole in t h e s h a f t .
holes MUST b e aligned w i t h holes in t h e Slide t h e g e a r s h a f t through t h e c a b l e drum
helm s h a f t a n d t h e i n t e r m e d i a t e housing a n d i n t o t h e f o r w a r d bushing. Install t h e
c a b l e drum shaft. If t h e c a b l e assembly h a s drum- to- gear s h a f t r e t a i n i n g s c r e w a n d
been disturbed, t h e cable- and- drum assemb- lockwasher. Tighten t h e s c r e w s e c u r e l y .
ly MUST b e CENTERED. F i r s t , i n s e r t t h e Turn t h e v e r t i c a l d r i v e s t e e r i n g g e a r t o
g e a r s h a f t through t h e c a b l e drum- and- brac- c e n t e r t h e upper g e a r c a s e w i t h t h e l o w e r
k e t assembly and s e c u r e i t w i t h a r e t a i n i n g g e a r c a s e . This position will b e t h e dead-
screw. Next, t u r n t h e gear- and- shaf t a h e a d position. Install t h e v e r t i c a l d r i v e as
assembly in e i t h e r d i r e c t i o n until i t stops, outlined in C h a p t e r 10, S t e r n Drive.
a n d t h e n b a c k t h e o t h e r w a y t h r e e full
turns. R e m o v e t h e s t e e r i n g drum- to- gear
shaft screw and t a k e o u t t h e shaft. The DASH
RETAINING
assembly i s now properly c e n t e r e d a n d ready
t o be installed. SCREW
2- Slide a washer and a NEW O- ring o n t o
t h e gear shaft. Insert t h e f o r e a n d a f t
bushings i n t o t h e i n t e r m e d i a t e housing.
Slide t h e g e a r s h a f t through t h e a f t bushing
a n d slightly beyond, t h e f o r w a r d s i d e of t h e
w e b in t h e i n t e r m e d i a t e housing. P l a c e t h e
spring washer a n d s p a c e r on t h e shaft.

\'
BRACKET
ADJUSTING SINGLE
NUTS STAT ION
-CABLE ASSEMBLY # I

PLASTIC COVER GUARD 0


© pdfmanualpublisher.com 2005
3- This s t e p MUST be followed in t h e
sequence given t o avoid putting t h e c a b l e
drum-and-bracket assembly off- center in
relation t o t h e helm and thus causing t h e
helm shaft t o bind in t h e bushings. Position
t h e helm steering s h a f t a t i t s mid-point of
full travel, hard-over t o hard-over. Slide
t h e c a b l e drum-and-bracket assembly onto
t h e helm with t h e angle- adjustment b r a c k e t
located on t h e helm stud. Secure i t with a
long n u t and c l a m p nut. Run t h e inner
c l a m p nut down several t h r e a d s t o c l e a r t h e
bracket. Align t h e hole in t h e c a b l e drum
with t h e hole in t h e helm s h a f t nut. Insert
t h e screw a n d lockkwasher, and then tighten
it.
4- Before t h e stern drive is installed,
turn t h e helm hard-over in one direction.
Now, count t h e number of turns t o hard-
over in t h e opposite direction. Divide t h e
t o t a l number of turns from hard-over t o
TRU-COURSE STEERING 7-3 1
hard-over by two, and then turn t h e helm
back t h a t number of turns. The helm i s now
centered.
5- Turn t h e upper g e a r c a s e steering spur
g e a r by hand until t h e upper g e a r c a s e inside
t h e exhaust housing i s centered. Install t h e
s t e r n drive, s e e Section 10-18.
6- A f t e r t h e s t e r n drive has been install-
ed, i t s turning limits MUST BE CHECKED.
Turn t h e helm hard-over in both directions
a n d n o t e t h e travel of t h e s t e r n drive. If
t h e s t e r n drive t r a v e l s f a r t h e r in one direc-
tion than t h e o t h e r , remove t h e s t e r n drive
and r e p e a t s t e p s 4 and 5, then install t h e
s t e r n drive a n d c h e c k t h e travel.
CABLE DRUM-AND-BRACKET
DISASSEMBLY
1- If t h e boat installation requires t h e
c a b l e and housing t o pass through an opening
t o o small for a cable drum-and-bracket
assembly, t h e assembly must be disassembl-
e d and t h e cables unwound and dislodged
from t h e drums. The c a b l e c a n t h e n be
passed through t h e opening, and then t h e
unit assembled. ~ e & nt h e disassembly by
sliding t h e pastic guard o u t of t h e bracket.
Next, mark t h e c a b l e (anchored t o t h e e n d
of t h e pulley) with paint at t h e end of t h e
hole for t h e drum-to-shaft screw. This
mark MUST be made in order t o assemble
t h e c a b l e c o r r e c t l y t o t h e pulley.
2- Remove t h e rollers and pins f r o m
both sides of t h e drum-and-bracket assemb-
ly. Unscrew t h e c a b l e tension adjusting nut.
 7-32 REMOTE CONTROLS
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5- TAKE NOTE how t h e e n d s of t h e

c a b l e s a r e t r a p p e d in t h e pulley and how t h e
c a b l e s lead f r o m t h e drum i n t o t h e c a b l e
3- R e m o v e t h e c a b l e d r u m b r a c k e t housing. Unwind a n d dislodge t h e c a b l e
c l a m p screw. t e r m i n a l s f r o m t h e s t e e r i n g drum.
4- Pull t h e b r a c k e t s a p a r t . DO NOT
REMOVE t h e bearings or lubricant f r o m t h e
bracket.

ASSEMBLING

1- C h e c k t o be s u r e t h e c a b l e is n o t
t w i s t e d o r crossed between t h e tensioner
a n d t h e c a b l e housing.
2- Hold t h e tensioner on t h e housing,
a n d at t h e s a m e t i m e , i n s e r t t h e marked e n d
of t h e c a b l e i n t o t h e end of t h e drum with
t h e retaining s c r e w hole. Wind t h e c a b l e
. .
o n t o t h e drum and TAKE CARE t o prevent
.. .
t h e c a b l e f r o m unwinding. Now, i n s e r t t h e
unmarked c a b l e i n t o t h e opposite end of t h e
drum a n d wind i t o n t o t h e spool. Hold t h e
c a b l e securely.

LOCKING SCRE
CABLES TWISTED

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3- Wind t a p e around t h e c a b l e s t o hold
t h e m in p l a c e while t h e b r a c k e t i s being
a s s e m b l e d t o t h e drum. Install t h e b r a c k e t s
t o t h e c a b l e drum. TAKE CARE NOT t o
t w i s t t h e c a b l e 180'. Install o n e s i d e of t h e
b r a c k e t , t h e n r e m o v e t h e t a p e b e f o r e instal-
ling t h e o t h e r side. Secure the brackets
w i t h t h e s c r e w a n d nut. Turn t h e c a b l e
adjusting n u t o n t o t h e c a b l e guide and ten-
sioner. Insert t h e roller a n d pins o n t o t h e
brackets. C h e c k f o r binding. T h e tension
n u t m u s t b e loosened slightly f o r t h e follow-
ing check. T h e c a b l e drum should t u r n w i t h
light f i n g e r pressure. If a n y binding o c c u r s ,
find t h e c a u s e , a n d t h e n r e a s s e m b l e t h e
unit.
TRU-COURSE STEERING 7-33
DEFLECTION WITH
FlNGER PRESSURE ,
TRU-COURSE ADJUSTMENTS
1- R e m o v e t h e p l a s t i c shield f r o m t h e
c a b l e drum- and- bracket assembly. T i g h t e n
t h e c a b l e tension n u t s o n e a c h e n d of t h e
c a b l e drum- and- bracket a s s e m b l i e s t o allow
112" d e f l e c t i o n , as shown. TAKE CARE n o t
o v e r t i g h t e n t h e n u t s b e c a u s e i t would c a u s e
i n c r e a s e d s t e e r i n g e f f o r t . A f t e r making t h e
a d j u s t m e n t , r o t a t e t h e helm f r o m hard- over
t o hard- over a f e w t i m e s . Readjust t h e
tension, if desired. Install t h e p l a s t i c
shields.
2- T o a d j u s t t h e s t e e r i n g w h e e l spokes
f o r s y m m e t r y , s n a p o u t t h e medallion, a n d
t h e n r e m o v e t h e n u t a n d Belleville washer.
Pull t h e s t e e r i n g w h e e l f r e e , a n d t h e n install
i t w i t h t h e spokes in t h e d e s i r e d position.
Slip t h e Belleville w a s h e r o n t o t h e s h a f t ,
w i t h t h e high c e n t e r of t h e w a s h e r f a c i n g
t h e nut. Install a n d t i g h t e n t h e n u t s e c u r e -
ly. S n a p t h e medallion b a c k i n t o place.
7-34 REMOTE CONTROLS
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TRU-COURSE MAINTENANCE

The cable and t h e drum-and-bracket

Adjusting the steering wheel rudder indicator.
assemblies may b e purchased in various
lengths f r o m 10 t o 24 f e e t and a r e serviced
a s a complete assembly. The c a b l e drums
t u r n on self-lubricating bearings in t h e c a b l e
drum brackets. Two lubrication fittings a r e
provided in t h e i n t e r m e d i a t e housing. These
t w o f i t t i n g s a r e used t o lubricate t h e c a b l e
drum s h a f t fore-and-aft bushings. These
bushings MUST b e lubricated with anti-cor-
rosion material. One or t w o s t r o k e s f r o m a
hand gun about e v e r y 60 hours of operation
will keep t h e bushings properly lubricated.

Lubrication points for the steering system.

7-13 MECHANICAL STEERING

Two models of mechanical push-pull

Tru-Course steering installation.
s t e e r i n g a r e available. O n e i s sold as a n
assembly only, including t h e rack, housing,
cable, and transom plate. The p a r t number
f o r t h e cable i s 380514. The l a s t t w o digits
indicate t h e c a b l e length.
The o t h e r unit is called an Over-Under
Steering Helm. The c a b l e is sold separately.
The rack, housing, and transom p l a t e a r e not
included with t h e cable. The p a r t number of
this unit is 171914. As with t h e o t h e r unit,
t h e last t w o digits indicate t h e c a b l e length.
In both cases, t h e p a r t number is s t a m p e d on
t h e steering cable.
These s y s t e m s a r e designed t o mount
parallel t o t h e dash. A special a d a g t e r is
available t o mount t h e wheel a t a 20 angle
t o t h e dash t o m e e t individual preference.
An adjustable brake knob on t h e bottom
side of t h e s h a f t housing p e r m i t s selection
of t h e desired degree of "free wheel".
The c a b l e run should be routed with a
minimum number of bends f o r t h e most
e f f i c i e n t operation. The radius of any one
bend should not be less than 5".
 MECHANICAL STEERING 7-35
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Major parts of the steering wheel and brake screw

arrangement.

CABLE REMOVAL
1- R e m o v e t h e c a b l e f r o m t h e s t e r n
drive by removing t h e o n e bolt holding t h e @---- NUT
c a b l e t o t h e s t e r n drive terminal assembly. WASHER --gi
2- R e m o v e t h e four bolts on t h e transom
p l a t e covers.
BEZEL

i
1 20° ADAPTER
Dashboard mounted steering wheel without an a d a p
ter (left) and with one (right).
7-36 REMOTE CONTROLS © pdfmanualpublisher.com 2005

CABLE INSTALLATION

4- For some installations, t h e rack hous-

ing may have t o be removed from t h e c a b l e
in order t o r e r o u t e t h e cable. For o t h e r
installations, t h e c a b l e rack may have t o be
removed. In e i t h e r case, TAKE C A R E when
handling t h e c a b l e not t o kink o r bend t h e
exposed cable end.
5- The p a r t numbers given in this s t e p in
Arrangement of parts to pass the steering cable parentheses, r e f e r t o indexed numbers on
through the transom. t h e accompanying illustration. Insert t h e
c a b l e assembly through t h e hole in t h e tran-
3- Remove t h e rack housing under t h e som and f e e d t h e cable forward t o t h e helm.
dash. Remove t h e rack assembly from t h e The transom p l a t e (11) must be sealed by
s h a f t housing by removing t h e four a t t a c h- laying a small bead of waterproof caulking
ing bolts. Remove any t a p e o r t i e s t h a t a r e compound onto t h e flange where t h e p l a t e
supporting t h e cable along i t s run. The c o n t a c t s t h e transom. Position t h e p l a t e
c a b l e MUST be removed through t h e hole in (11) against t h e transom and s e c u r e i t with
t h e transom. On some installations, t h e bolts (8), _w a s h e r s (12), and nuts (13).
rack assembly must be removed t o allow t h e CHECK t h e O-ring seal t o be sure i t i s
c a b l e t o pass through t h e transom. In t h e properly seated. Tighten t h e p l a t e nuts
No. 2 units, t h e rack is p a r t of t h e steering securely. Insert t h e end of t h e c a b l e
helm assembly and MUST NOT be removed. through t h e s t e r n drive terminal assembly
Remove t h e cable f r o m t h e rack assembly, (6). Insert t h e bolt through t h e hole using
and then pull t h e c a b l e o u t t h e hole in t h e any of t h e slots in t h e cable end.
transom. 6- Turn t h e s t e r n drive by hand hard-
over t o one side, and then hard-over t o t h e
oppostie side. If t h e drive will turn f a r t h e r
one way than t h e other, remove t h e bolt in
t h e s t e r n drive and r e l o c a t e i t in t h e c o r r e c t
slot. A f t e r t h e s t e r n drive is c e n t e r e d ,
install t h e n u t on t h e bolt securing t h e c a b l e
end. Support t h e cable along i t s run about
e v e r y 6" with c a b l e clamps, web straps, o r
similar devices. NEVER c l a m p t h e cable
tightly at any point. DO NOT support t h e
cable closer than 5" forward of t h e transom
t o allow f r e e movement of t h e cable. T h e
-
-
tom DESCRlPTlOW

1 Elastic Stopnu, Hex 5/16-24 ..........

2 Back p l u e ........................................
3 From place ..........................................
4 Bok, Hex Hd, 5/16-18s 1/2 Lg. ....
5 Bolt, Hex Hd, 5/ 16-24 x 7/8 Lg. ....
6 Terminal assemMy ............................
7 Nut, Hex 5/16-18 ..............................
8 Screw,Rd. Hd. 1/4-20 x 3" Lg. ......
9 Transom Plate, Outer ......................
10 Seal ......................................................
11 Transom Plate, I n n s ......................
12 Flat washer, 1/4 I.D. .....................
13 Nut, H e r 1/4-20 .............................
-

© pdfmanualpublisher.com 2005
p a t h of c a b l e should b e k e p t c l e a r of g e a r t o
allow enough c l e a r a n c e f o r c a b l e m o v e m e n t
when t h e s t e r n drive u n i t is t i l t e d up. K e e p
t h e rack clean and lubricated.
7- Position t h e r a c k a g a i n s t t h e s h a f t
housing. C H E C K T O B E S U R E t h e t e e t h
on t h e r a c k index w i t h t h e t e e t h on t h e
pinion g e a r b e f o r e t i g h t e n i n g t h e r a c k in
place.
@--a
@--b
8- Install t h e f o u r b o l t s and n u t s through
t h e assembly. BE S U R E t h e c o t t e r pin is in
t h e n u t on t h e e n d of t h e s t e e r i n g c a b l e
which p r o t r u d e s o u t t h e e n d of t h e rack.
OVER- UNDER STEERING HELM
DESCRIPTION
T h e Over- Under helm provides parral-
lel r o u t i n g of t h e c a b l e s along e i t h e r t h e
MECHANICAL STEERING 7-37
s t a r b o a r d o r p o r t s i d e of t h e b o a t when
r o u n t i n g down both s i d e s i s n o t possible.
T h e Over- Under unit m o u n t s at t h e s t e r n
d r i v e a n d t r a n s o m in t h e s a m e m a n n e r as
t h e a s s e m b l y t y p e unit. T h e d i f f e r e n c e w i t h
t h i s u n i t i s t h e hook- up a t t h e dash.
7-14 OVER- UNDER C A B L E
REPLACEMENT
REMOVAL
1- Slide t h e c a b l e through t h e l a r g e hole
in t h e r a c k u n t i l t h e t h r e a d e d f i t t i n g s on t h e
i n n e r c a b l e s pass through t h e s m a l l hole in
t h e e n d of t h e rack. Install t h e 1/4" x 28
nut. Slide t h e r a c k t o t h e e n d of t h e
c h a n n e l in o r d e r t o t i g h t e n t h e n u t .
2- C e n t e r t h e grooves in t h e e n d s of t h e
c a b l e housing b e t w e e n t h e U- bolt h o l e s in
t h e channels, a n d t h e n install t h e U-bolts.
T i g h t e n t h e n u t s securely. T A K E NOTE: I t
m a y be n e c e s s a r y t o swing t h e s t e r n d r i v e
b a c k slightly f r o m t h e full p o r t t u r n position
t o align t h e g r o o v e s in t h e c a b l e housings
w i t h t h e U-bolt holes in t h e channels.
Install t h e t u b u l a r r u b b e r b u m p e r s and t h e
g u i d e b a r s in t h e opposite e n d of t h e chan-
nel, using U- bolts, n u t s , a n d washers. Install
t h e upper r a c k a n d c h a n n e l t o t h e helm.
S n a p t h e d u s t c o v e r s in place.
7-38 REMOTE CONTROLS
© pdfmanualpublisher.com 2005

U CLAMP
GROOVE RUBBER

1 4:28 NUT

RACK SHOWN
I N INVERTED
POSITION

INSTALLING CABLE 1 4" -28 NUT

OVER-UNDER HELM REMOVAL

3- R e m o v e t h e medallion in t h e c e n t e r
of t h e s t e e r i n g wheel. R e m o v e t h e n u t ,

-
washer, a n d s t e e r i n g wheel. R e m o v e t h e
b e z e l by r e m o v i n g t h e t w o n u t s f r o m t h e
b a c k s i d e of t h e dash, a n d t h e n pulling t h e
bezel s t r a i g h t o u t . If n e c e s s a r y , use a s m a l l
block of wood o v e r t h e e n d s of t h e s t u d s a n d
t a p t h e b e z e l o u t of t h e dash.
4- R e m o v e t h e horseshoe p l a t e f r o m t h e
helm shaft. R e m o v e t h e helm a s s e m b l y
@
TIGHTENING C A B L E HOUSING U BOLT
f r o m t h e dash.

HELM BELL

HELM INSTALLATION

5 Insert t h e helm t h r o u g h t h e hole in

t h e dash. Slide t h e horseshoe p l a t e i n t o
position o v e r t h e n e c k of t h e helm b e t w e e n
t h e bell a n d t h e dash. If a 20 d e g r e e
a d a p t e r i s used, slide t h e b e z e l through i t
a n d o v e r t h e helm.

© pdfmanualpublisher.com 2005
10
HELhl B E L L
INSTALLING HELXI HORSESHOE
6- Notches on t h e helm casting permit
inclining t h e rack from a horizontal position
in e i t h e r direction, in increments of 15, 30,
45 degrees. The brake shoe must be reposi-
tioned t h e s a m e number of degrees, but in
t h e opposite direction t o t h e rack, if a n
inclination is made. This inclination adjust-
m e n t MUST be done before t h e bezel i s
installed. To reposition t h e brake, remove
t h e screw a t t a c h i n g t h e support plate. The
holes a r e spaced 15,30, and 45 degrees from
center. R o t a t e t h e p l a t e in a direction
opposite t o t h e inclined rack, and then re-
place t h e screw. The brake is now on t h e
PLATE
PLATE
~POS~TIONING
REPOSITIONING B R A K E SHOE
MECHANICAL STEERING 7-39
-STEERING WHEEL
/
NUT
bottom in relation t o t h e bezel. Install t h e
bezel into t h e dash with t h e studs on t h e
bezel passing through t h e c u t o u t s in t h e
p l a t e and through t h e holes in t h e dash.
7- Secure t h e helm t o t h e dash with t h e
washers and nuts. Position t h e s t e r n drive
f o r a dead-ahead course.
8- Install t h e s t e e r i n g wheel with t h e
high c e n t e r of t h e belleville washer facing
t h e nut. Tighten t h e n u t and snap t h e
medallion in place.
9- Position t h e rudder indicator for a
dead-ahead c o u r s e by grasping t h e boss on
t h e lens and turning i t a s required.
7-40 REMOTE CONTROLS
© pdfmanualpublisher.com 2005
7- 15 MECHANICAL STEERING
FINAL CHECKS AND ADJUSTMENTS
1- Turn t h e helm from hard-over t o
hard-over and check t o b e sure t h e s t e r n
drive is turning i t s full radius. Loosen t h e
brake knob and turn t h e wheel from side-to-
side several times. The wheel should move
7-
\ run for bends of less than 5" radius; cable
smoothly and easily with uniform pressure
throughout the turning range. If consider-
able pressure is required, check t h e cable
hangers or supports being too tight or dis-
torting t h e cable; t h e s t e r n drive tilted up;
t h e stern drive not f r e e t o turn; or t h e skeg
making c o n t a c t with t h e ground.
2- SLOWLY raise and lower t h e s t e r n
drive unit and check t o b e sure t h e cable is
not strained where i t passes through t h e
transom. CHECK CLOSELY when t h e s t e r n
drive is fully titled and turned hard-over in
either direction.
MAINTENANCE
The cable ball SHOULD BE lubricated
periodically with a good grade of waterproof
lubricant, OMC Triple Guard, or equivalent.
If t h e boat is used in salt water, lubrication
should b e done more often.
 © pdfmanualpublisher.com 2005
TILT MECHANISM
8- 1 DESCRIPTION AND OPERATION
All s t e r n drive engine installations a r e
equipped with a n e l e c t r i c t i l t mechanism t o
l i f t and lower t h e s t e r n drive. The mecha-
nism consists of: A direct- current motor; a
hammer- blow coupling; a worm shaft; a
worm wheel-and-clutch assembly; t w o t i l r
solenoids; a t i l t switch; b a t t e r y ; and t h e
necessary wiring for a c t i v a t i o n a n d c o n t r o l
of i t s operation. T h e t i l t s y s t e m is wired t o
t h e ignition s w i t c h "I" terminal. This wiring
a r r a n g e m e n t allows operation of t h e s y s t e m
only when t h e ignition s w i t c h is in t h e O N
position.
SOLENOIDS
Two solenoids a r e installed side-by-side,
o n e f o r t h e up m o v e m e n t and t h e o t h e r f o r
t h e down movement. T h e s e solenoids per-
f o r m mechanical jobs electro- magnetically
by completing t h e heavy c u r r e n t e l e c t r i c a l
c i r c u i t between t h e b a t t e r y a n d t h e t i l t
motor.
CONTACT DUST
DISC CAP SPRINGS
A cutaway drawing o f a cranking motor solenoid
with major parts identified.
T h e solenoids a r e completely sealed
units consisting of: A plunger a n d c o n t a c t
disc assembly; a coil winding; a c o n t a c t disc
r e t u r n spring; and four terminals. O n e of
t h e l a r g e r t e r m i n a l s is f o r t h e b a t t e r y lead
connection; t h e o t h e r for t h e m o t o r lead.
O n e of t h e t w o smaller t e r m i n a l s is f o r t h e
switch c o n t r o l lead connection; t h e o t h e r
f o r t h e ground lead.
When t h e control switch i s in t h e O N
position a n d t h e t i l t toggle s w i t c h is acti-
vated, a n e l e c t r i c c u r r e n t flows through t h e
coil winding; r h e plunger a n d c o n t a c t disc is
drawn inward; t h e c i r c u i t between t h e bat-
t e r y a n d t i l t m o t o r t e r m i n a l s i s completed;
and t h e b a t t e r y c u r r e n t flcws f r o m t h e
b a t t e r y t o t h e t i l t motor.
A return spring i s located just below t h e
c o n t a c t disc. When t h e e l e c t r i c c i r c u i t is
completed, t h e spring is compressed by t h e
magnetic pull on t h e plunger and c o n t a c t
disc. When t h e e l e c t r i c circuit i s broken
(the control toggle switch i s released) t h e
magnetic pull on t h e plunger and c o n t a c t
disc drops t o zero; t h e compressed return
spring pushes t h e c o n t a c t disc away from
t h e motor and b a t t e r y studs of t h e solenoid;
and t h e c i r c u i t is broken.
HAMMER-BLOW COUPLING
The hammer-blow coupling installed be-
tween t h e t i l t motor and t h e t i l t worm s h a f t
performs a very i m p o r t a n t function. The
coupling allows t h e t i l t motor t o r o t a t e 90
degrees before engaging t h e t i l t worm s h a f t
half of t h e coupling. This f e a t u r e allows t h e
t i l t motor t o gain speed before i t begins
moving t h e heavy load of t h e s t e r n drive.
The possiblity of overloading t h e system a t
t h e beginning of t i l t movement is t h e r e f o r e
minimized.
8-2 TILT MECHANISM
© pdfmanualpublisher.com 2005

T h e hammer- blow coupling i s designed as

t h e w e a k e s t link in t h e t i l t mechanism sys-
t e m , thereby preventing damage t o t h e
m o r e expensive parts. T h e hammer- blow
coupling i s t h e f i r s t p l a c e t o c h e c k if a t i l t
problem i s e n c o u n t e r e d .

CLUTCH PACK AND

WORM GEAR

T h e c l u t c h pack and w o r m g e a r a r e p a r t
of t h e i n t e r m e d i a t e housing a n d a r e s e r v i c e d
f r o m o u t s i d e t h e boat. In o r d e r f o r t h e
s t e r n d r i v e t o t i l t up if i t should s t r i k e a n
o b j e c t , t h e c l u t c h i s designed t o slip at 130-
160 ft-lbs. T h e c l u t c h p a c k a n d w o r m g e a r
a l s o p r e v e n t s t h e s t e r n drive f r o m t i l t i n g up
when t h e d r i v e i s in reverse. A q u a d r a n t
a t t a c h e d t o t h e upper g e a r housing i s used
t o t i l t t h e s t e r n d r i v e by o p e r a t i n g f r o m t h e
spur g e a r of t h e c l u t c h pack.

8-2 TROUBLESHOOTING THE l e a d a n d t o a good ground w i t h t h e o t h e r

TILT MECHANISM
1- C h e c k t h e condition of t h e b o a t
b a t t e r y a n d bring i t u p t o a full c h a r g e , if
necessary, b e f o r e troubleshooting t h e t i l t
mechanism. Make c o n t a c t w i t h o n e probe
of a v o l t m e t e r t o t h e U P o r DOWN m o t o r
probe. A c t i v a t e t h e t i l t t o g g l e s w i t c h w i t h
t h e ignition s w i t c h t o t h e ON position a n d
n o t e t h e voltage. If t h e m e t e r i n d i c a t e s 1 2
volts and t h e system fails t o operate, t h e
m o t o r i s at f a u l t .
2- If n o v o l t a g e i s i n d i c a t e d during s t e p
1, m a k e t h e following a d d i t i o n a l v o l t a g e
tests: Make c o n t a c t w i t h o n e probe of t h e
v o l t m e t e r t o t h e input s i d e of t h e t i l t sole-
noid and t o a good ground w i t h t h e o t h e r
 © pdfmanualpublisher.com 2005
TILT MOTOR 8-3

probe. Make c o n t a c t w i t h t h e p r o b e s be-

t w e e n t h e s t a r t e r solenoid i n p u t a n d ground.
If v o l t a g e i s p r e s e n t f o r t h e s e t w o tests,
t h e n t h e t r o u b l e i s in t h e solenoids, t h e t i l t
s w i t c h , o r in t h e t i l t s w i t c h wiring.
3- C h e c k f o r v o l t a g e b e t w e e n t h e igni-
tion s w i t c h a n d t h e t i l t s w i t c h under t h e
dash. M a k e c o n t a c t w i t h o n e probe of t h e
v o l t m e t e r t o t h e input s i d e of t h e solenoid
a n d ground, a n d t h e n m o v e t h e t i l t s w i t c h t o
e a c h position. Voltage should b e p r e s e n t a t
both solenoids.
4- C h e c k e a c h solenoid: C o n n e c t o n e
probe of a v o l t m e t e r t o t h e solenoid o u t p u t
and t h e o t h e r p r o b e t o a good ground. Move
t h e t i l t s w i t c h t o t h e position m a t c h i n g t h e
solenoid being c h e c k e d , e i t h e r up o r down.
If t h e v o l t m e t e r f a i l s t o i n d i c a t e v o l t a g e ,
t h e solenoid i s d e f e c t i v e . If t h e t i l t m o t o r
runs, b u t t h e s t e r n d r i v e f a i l s t o m o v e up,
r e m o v e t h e t i l t m o t o r t o c h e c k t h e h a m m e r-
blow coupling a n d c l u t c h p a c k assembly.
C h e c k c a r e f u l l y around t h e pivot a r m s on
t h e s t e r n d r i v e f o r corrosion.

8-3 TILT MOTOR SERVICE sembly, cleaning, a n d a s s e m b l y of t h e t i l t

motor. T h e s t e p s a r e keyed by n u m b e r t o
T h e following p r o c e d u r e s give d e t a i l e d t h e illustrations. T h e s e c t i o n s a r e c o d e d f o r
step- by- step i n s t r u c t i o n s f o r removal, disas- e a s y r e f e r e n c e when p e r f o r m i n g o t h e r work.
REMOVAL

1- The tilt motor is installed on the port

side of the engine under the exhaust manifold.
Back out the two 318" thru-bolts (newer units
have 112" bolts thru 2 caps on the motor and
into the housing), until the motor will come free
from the intermediate housing. Install two 114"
x 20 nuts on the thru-bolts to hold the motor
together until it is ready for testing.

C L A M P THIS L E A D
F I R S T TO PREVENT
ARCING ON
TERMINALS
8-4 TILT MECHANISM © pdfmanualpublisher.com 2005
TESTING
2- A no-load t e s t of t h e t i l t motor w o q d
n o t give positive results due t o t h e mo-i'dr
construction. However, a stall- torque test
will provide information essential when
overhauling t h e motor. To m a k e a stall-
torque test: C l a m p t h e motor in a vise.
C o n n e c t a fully-charged 12 volt b a t t e r y and
a n a m m e t e r in s e r i e s with t h e t i l t motor.
C o n n e c t t h e b a t t e r y lead t o t h e green t i l t
motor lead for clockwise rotation. C o n n e c t
one lead of a voltmeter t o t h e green o r blue
t i l t motor lead and t h e o t h e r probe t o a
good ground. TAKE NOTE: The voltmeter
must be connected t o t h e SAME t i l t m o t o r
lead a s t h e battery.
Now, a t t a c h an inch-pound torque
wrench t o a screwdriver socket a t t a c h m e n t
and s e c u r e i t t o t h e slotted end of t h e
a r m a t u r e shaft. Mometarily c o m p l e t e t h e
e l e c t r i c a l circuit and n o t e t h e readings on
t h e torque wrench, v o l t m e t e r , and t h e
a m m e t e r . The results should be: I 1 volts;
120 amps; and not less than 27 in.-lbs.
TAKE CARE not t o o p e r a t e t h e t i l t motor
any longer t h a n necessary t o observe t h e
readings or t h e motor will overheat.
Allow t h e motor t o cool, and then per-
f o r m a similar t e s t for t h e opposite rota-
tion. Remove t h e b a t t e r y lead from t h e
STARTER SOLENOID
Functional diagram of the complete tilt system for the 120, 140, 165, and 225 hp, engine installations. Diagrams for
the 2.5 and 3.0, Litre models will be found in the Appendix.
blue or green t i l t motor wire, and c o n n e c t it
t o t h e o t h e r lead in t h e connector. Again,
momentarily c o m p l e t e t h e e l e c t r i c a l con-
nection and n o t e t h e t h r e e readings. The
readings should be t h e s a m e a s for t h e f i r s t
test.
If t h e c u r r e n t reading and t h e torque
value a r e both low, t h e indication i s high
resistance in t h e internal connections o r in
t h e brush contacts.
If t h e c u r r e n t reading i s high with a low
torque value, a faulty a r m a t u r e o r field
windings is t h e problem.
T o check t h e armature: C o m p l e t e t h e
stall- torque test as outlined in S t e p 2. Now,
turn t h e wrench in t h e opposite direction t o
t h e t i l t motor rotation and perform t h e t e s t .
If t h e r e is a noticeable change in t h e torque
value, o r if dead spots with no torque value
at all a r e -indicated, t h e a r m a t u r e requires
attention.
TILT MOTOR DISASSEMBLY
3- Remove t h e magna shield sealing
compound on t h e outside of t h e t i l t motor
with a wire brush. If necessary, r e m o v e
stubborn m a t e r i a l with a cloth dipped in
solvent. USE CARE when using t h e solvent
not t o allow any t o s e e p inside t h e motor
because t h e solvent will s o f t e n t h e insula-
tion on t h e a r m a t u r e and field.
YELLOW CABLE
 TlLT MOTOR 8-5
© pdfmanualpublisher.com 2005

Worn brushes, as described in the text, must be

R e m o v e t h e n u t s on t h e through- bolts,
a n d t h e n t a k e off t h e drive- end head assem-
bly. TAKE CARE n o t t o loose t h e w a s h e r s
on t h e a r m a t u r e shaft. Pull t h e a r m a t u r e
o u t of t h e f r a m e a n d f i e l d c o i l assembly.
Remove t h e commutator- head assembly and
TAKE CARE n o t t o b r e a k t h e w i r e a t t a c h e d
t o t h e f i e l d coil.
CLEANING AND INSPECTING
C l e a n t h e p a r t s w i t h a d r y cloth. DO
NOT c l e a n e i t h e r h e a d i n solvent, b e c a u s e i t
will r e m o v e t h e l u b r i c a t i n g oils in t h e a r m a -
t u r e s h a f t bushings. Naturally, l a c k of lub-
r i c a t i o n will c a u s e b e a r i n g a n d a r m a t u r e
s h a f t wear. DO NOT c l e a n t h e a r m a t u r e in
s o l v e n t , b e c a u s e t h e s o l v e n t will l e a v e t r a c -
es of oil residue on t h e c o m m u t a t o r seg-
ments. This oil will c a u s e a r c i n g b e t w e e n
t h e c o m m u t a t o r and brushes.
replaced to ensure satisfactory service.
Brushes
R e p l a c e t h e brushes if t h e y a r e worn
half w a y o r t o 112" in length. T o r e p l a c e
t h e brushes: C u t t h e old brushes a w a y , b u t
l e a v e a b o u t 114" t o 318" of t h e l e a d a t t a c h -
e d t o t h e e n d head. Splice a new brush t o
t h e s e c t i o n o f t h e r e m a i n i n g lead. Wrap t h e
s p l i c e w i t h s e v e r a l t u r n s of f i n e w i r e t o help
k e e p t h e l e a d s t o g e t h e r during soldering.
Hold t h e soldering iron a g a i n s t t h e s p l i c e
long enough f o r solder t o f l o w c o m p l e t e l y
t h r o u g h t h e splice. A f t e r t h e solder h a s
cooled, t r i m t h e e n d s of t h e wrapping wire.
If you d o n o t h a v e t h e t i m e o r d e s i r e t o
i n s t a l l t h e n e w brushes properly, t h e brush
h e a d m a y b e purchased as a c o m p l e t e
a s s e m b l y w i t h t h e brushes installed.

T I L T SOLENOIDS I\

-\\ YELLOW CABLE

CONNECTOR
T l L T SWITCH

2 -
k' BLACK I
CABLE
IGNITION
CONNECTOR
SWITCH

AMMETER
P r , I

. fl

Functional diagram of the complete tilt system for the 175, 190, and 235 hp engine installations. Diagrams for the 3.8,
4.3, 5.0, and 5.7 Litre models will be found in the Appendix.
8-6 TILT MECHANISM
© pdfmanualpublisher.com 2005
'UR E
Tilt motor armatures showing damaged shaft ( l e f t ) .
Armature Shorted
T h e a r m a t u r e CANNOT b e c h e c k e d on a
growler. D u e t o i n t e r n a l c o n n e c t i o n s a n d
low r e s i s t a n c e of t h e windings, a l l of t h e
coils will c h e c k o u t shorted. However, t h e
a r m a t u r e c a n b e t e s t e d using a n A C milli-
a m m e t e r , f i v e m i l l i a m p e r e s w i t h 100 s c a l e
divisions, a n d m a k i n g tests b e t w e e n t h e
c o m m u t a t o r segments. Move f r o m o n e seg-
m e n t t o t h e n e x t a n d w a t c h closely f o r
c h a n g e s in t h e m e t e r readings. T h e seg-
m e n t s should a l l c h e c k o u t w i t h a l m o s t t h e
s a m e reading. If a test b e t w e e n t w o seg-
m e n t s i n d i c a t e s a significant lower reading,
t h e winding i s shorted.
TEST METER
Checking for no continuity between the armature
segments.
TEST LEADS ARMATURE
COMMUTATOR
Armature check for a short: one test light lead on
each commutator segment, alternately, and the other
lead on the armature core. No continuity.
Armature Grounded
C o n n e c t o n e l e a d of a c o n t i n u i t y t e s t e r
t o a good g r o u n d , a n d t h e n m o v e t h e o t h e r
l e a d around t h e e n t i r e s u r f a c e of t h e
c o m m u t a t o r . Any sign of c o n t i n u i t y indi-
cates t h e a r m a t u r e i s grounded and MUST b e
replaced.
If t h e c o m m u t a t o r s e g m e n t s a r e d i r t y or
show signs of w e a r (roughness), c l e a n be-
t w e e n t h e bars, a n d t h e n t r u e i t in a l a t h e .
NEVER u n d e r c u t t h e m i c a b e c a u s e t h e
brushes a r e h a r d e r t h a n t h e insulation.
A f t e r t u r n i n g t h e a r m a t u r e , t h e insula-
tion b e t w e e n t h e s e g m e n t s MUST b e under-
c u t t o a d e p t h of 1/32". T h e u n d e r c u t MUST
b e f l a t at t h e b o t t o m and should e x t e n d t h e
full w i d t h of e a c h insulated g r o o v e a n d
beyond t h e brush c o n t a c t in b o t h directions.
This will p r e v e n t s e g m e n t insulation f r o m
. being s m e a r e d over t h e c o m m u t a t o r as t h e
segments wear.
After undercutting, t h e commutator
should b e s a n d e d t o r e m o v e t h e ridges l e f t
during t h e undercutting. Now, c l e a n t h e
c o m m u t a t o r thoroughly t o r e m o v e a n y
m e t a l c h i p s or sanding grit.
R e p e a t t h e s h o r t i n g a n d grounding tests
on t h e a r m a t u r e .
Badly corroded tilt motor end cap.
 © pdfmanualpublisher.com 2005
End plate brush holder partially removed t o expose
the brush holders, springs, and worn brushes.
Testing the field coils, as described in the text.
TILT MOTOR 8-7
End Head Bushings
Side play of e a c h end head on t h e arma-
t u r e should b e checked carefully. Any side
play indicates bearing wear and t h e end
head MUST be replaced, because t h e bear-
ings a r e not serviced separately. If heads
with worn bearings a r e returned t o s e r v i c e
t h e a r m a t u r e will rub against t h e pole shoes,
o r t h e a r m a t u r e s h a f t may actually bind.
If t h e c o m m u t a t o r end head i s t o be
replaced, c u t t h e lead connecting i t t o t h e
field coil a s close t o t h e end head a s possi-
ble. Solder t h e new end lead t o t h e brush
holder.
Field Coils
The field coils a r e series-wound and a r e
n o t grounded t o t h e frame. To t e s t t h e field
coils f o r a short: Make c o n t a c t with one
probe of a t e s t light t o t h e blue o r green t i l t
motor lead and t o a good ground on t h e
f r a m e with t h e o t h e r probe. If t h e test light
c o m e s on, t h e filed coil is grounded and
MUST be replaced. The field coils a r e only
available as a c o m p l e t e field coils and
f r a m e assembly.
ASSEMBLING THE TILT MOTOR
4- Apply a f e w drops of medium engine
oil t o t h e f e l t a t t h e a r m a t u r e s h a f t drive-
e n d head bearing. Apply a very light c o a t -
ing of oil t o t h e a r m a t u r e s h a f t at t h e
DRIVE-END ONLY. Install t h e a r m a t u r e
into t h e field f r a m e , with t h e c o m m u t a t o r
segments a t t h e s a m e end a s t h e commuta-
tor-head assembly.
8-8 TILT MECHANISM
© pdfmanualpublisher.com 2005
Pull t h e brushes back into t h e brush
holder. With t h e a r m a t u r e extended o u t of
t h e f r a m e , slip t h e c o m m u t a t o r head over
t h e a r m a t u r e until t h e brushes a r e riding on
t h e commutator segments. The c o m m u t a t o r
head and f r a m e notches MUST align a s t h e
head i s installed on t h e frame.
Install t h e washers on t h e drive-end of
t h e a r m a t u r e , and then place t h e drive head
o n t o t h e frame. The drive-end head scribe
line MUST m a t c h t h e f r a m e scribe line.
Install t h e bolts through t h e drive head, i n t o
t h e f r a m e , and o u t t h e c o m m m u t a t o r head.
Install 114" x 20 nuts t o hold t h e t i l t motor
together until i t is installed. CAREFULLY
pull on t h e blue and green leds t o r e m o v e
any slack.
A f t e r assembly i s complete, c o a t all
electrical connection with G a c o N-110, o r
equivalent. Use a waterproof sealer, liquid
l a t e x or equivalent, t o c o a t both end head
seams, t h e pole shoe screws, through-bolts
heads, and t h e a r e a where t h e e l e c t r i c a l
leads c o m e o u t of t h e motor.
INSTALLATION
5- Install t h e tilt motor into t h e intermedi-
a t e h o u s i n g with t h e keyway i n t h e coupler
aligned with t h e slot i n t h e coupler a r m a t u r e
shaft. Use a 318" wrench (newer units have two
112"bolts t h r u t h e caps a n d into t h e housing), to
tighten t h e thru-bolts to a torque value of 5-7 ft-
lbs. Connect t h e electrical plugs. Perform a
functional check of t h e motor for p r o p e r opera-
tion.
TILT MOTOR SPECIFICATIONS
Rotation Reversible
Minimum torque 27 in.-lbs
Amperes 120
Voltage, approx. 11
End play 0.0 10-0.040"
8-4 HAMMER-BLOW COUPLING SERVICE
The hammer- blow coupling i s designed as
t h e weakest link in t h e t i l t mechanism
system, thereby preventing d a m a g e t o t h e
m o r e expensive parts. The hammer-blow
coupling is t h e f i r s t place t o c h e c k if a t i l t
problem is encountered.
1- All hammer-blow coupling s e r v i c e is
accomplished from inside t h e boat. Before
t h e couplers a r e removed, t h e t i l t motor
must be removed; see Section 8-3.
A f t e r t h e t i l t motor has been removed,
r e a c h inside t h e housing a n d pull o u t t h e
couplers. If t h e couplers have been damag-
e d o r broken, i t will probably be necessary
t o remove t h e pieces with a pair of needle-
nose pliers.
2- There a r e t h r e e p a r t s t o e a c h coup-
ler, t w o halves and a spring. Each halve i s
identical. Either side of t h e coupler may
f a c e t h e t i l t motor. The spring keeps t h e
coupler t o g e t h e r and applies tension on t h e
assembly. To assemble a n d load t h e coupler:
Hook one end of t h e spring i n t o t h e inside of
o n e coupler. Slide t h e o t h e r half on t o p of
t h e spring and hook it into t h e s l o t of t h e
 TILT CLUTCH %9
© pdfmanualpublisher.com 2005

coupler. Hold both halves together and slide

t h e coupler half past t h e clutch ears. The
couplers have a key t h a t f i t s into t h e s h a f t
of t h e a r m a t u r e and t h e worm g e a r s h a f t
inside t h e intermediate housing. TAKE
CARE not t o distort t h e a r m a t u r e and worm
gear shaft slot. Make a pre-assembly test
t o be sure t h e keyway in t h e coupler f i t s
into t h e slot of t h e worm gear. Also make
another pre-assembly test by installing t h e
coupler onto t h e end of t h e a r m a t u r e shaft 8-5 TILT CLUTCH
t o be sure t h e coupler will slide on freely AND WORM GEAR SERVICE
without binding.
3- Slide t h e nylon washer over t h e end The clutch and worm gear a r e installed
of t h e worm gear. Install t h e coupler in t h e intermediate housing on t h e port side
assembly into t h e intermediate housing with of t h e stern drive. The assembly is acces-
t h e keyway in t h e coupler indexed into t h e sible from outside t h e boat. In order t o
slot of the worm gear shaft. Install t h e tilt service this unit of t h e t i l t mechanism, t h e
motor; see Section 8-3, Step 5 , on t h e t i l t quadrant must be removed, or t h e stern
previous page. drive removed, s e e Chapter 10.

1- Lift t h e stern drive a s high as possi-

ble and secure i t in place a s a s a f e t y pre-
8-10 TILT MECHANISM
© pdfmanualpublisher.com 2005

caution. R e m o v e t h e t h r e e 9/16" bolts
securing t h e quadrant to t h e s t e r n drive.
2- Remove t h e worm g e a r by taking o u t
t h e Truarc snap ring with a pair of T r u a r c
pliers.
3- Turn t h e small spur gear and work t h e
worm gear free.
4- R e m o v e t h e T r u a r c s n a p ring on t h e
spur gear.
5- Re60ve t h e cover plate. T a p t h e c l u t c h
pack s h a f t with a m a l l e t t o jar t h e c l u t c h
pack loose. When t h e pack begins t o move
o u t , r e m o v e t h e spur g e a r f r o m t h e
starboard side with o n e hand and t h e c l u t c h
pack from t h e port side with t h e o t h e r hand,
a s shown.
DISASSEMBLY
6- P l a c e t h e clutch-and-shaf t assembly
in a n arbor press. R e l e a s e t h e retaining ring
by depressing t h e belleville springs. A suit-
a b l e tool for depressing t h e c l u t c h c a n b e
m a d e f r o m a piece of pipe.
 © pdfmanualpublisher.com 2005
TILT CLUTCH 8- 1 1

RETAINING
RING
END
PLATE
eF
3~ +

\ \

SHIM
I CLUTCH DISCS 3 SPRINGS
\
RETAINING
RlNG

Arrangement of the clutch assembly parts.

Remove t h e clutch discs from t h e shaft
and inspect for excessive wear o r damage.
If d a m a g e o r corrosion i s discovered, t h e
c o m p l e t e c l u t c h p a c k w i t h shim(s) should b e
replaced. T h e c l u t c h disc a s s e m b l y w i d t h
(with shims) i s held t o v e r y c l o s e t o l e r a n c e .
This width c o n t r o l s t h e t o r q u e required t o
"slip" t h e c l u t c h . Therefore, all shims
included in t h e s e r v i c e p a c k a g e should b e
used. Individual shims a r e a v a i l a b l e should
o n e of t h e shims b e d a m a g e d during t h e
work.

CLEANING AND INSPECTING 2- Soak t h e c l u t c h d i s c s in 4- cycle oil

Inspect t h e s l o t on t h e e n d of t h e w o r m
g e a r s h a f t t o be s u r e i t is n o t d i s t r o t e d o r
bent. If t h e s l o t i s d a m a g e d , t h e s h a f t
MUST b e replaced. I n s p e c t t h e w o r m g e a r
f o r w e a r o r burrs.
f o r a t l e a s t 15 m i n u t e s b e f o r e t h e y a r e
assembled. U s e t h e w o r m wheel as a guide
a n d a s s e m b l e t h e c l u t c h p a c k inside t h e
wheel. Press t h e assembly together and
s e c u r e i t by snapping t h e T r u a r c r e t a i n i n g

CLUTCH AND WORM GEAR

ASSEMBLING AND INSTALLATION

1- Install a NEW oil s e a l a t t h e s t a r -

board s i d e of t h e t i l t c l u t c h c a v i t y , if t h e
old o n e w a s removed. TAKE NOTE, t h e l i p
of t h e s e a l MUST f a c e t o w a r d s t h e housing.

LOCKWASHE

Tilt worm retainer k i t , Part No. 981348, available a t

your OMC dealer to replace the snap ring on early
models.
8- 1 2 TILT MECHANISM © pdfmanualpublisher.com 2005

ring i n t o place. Install t h e t h r u s t washer

o n t o t h e splined end of t h e c l u t c h s h a f t w i t h
t h e c h a m f e r facing t h e assembly. Push i t on
as f a r a s i t will go.
3- Hold t h e t i l t g e a r in placed, and then
install t h e clutch assembly i n t o t h e c l u t c h
housing.
4- C o a t t h e f a c e of a NEW g a s k e t with
g a s k e t sealer, and t h e n position i t on t h e
c l u t c h cover plate. Install t h e cover p l a t e t h e bearing r e t a i n e r and c o a t i t with anti-
with t h e word U P a t t h e t o p of t h e t i l t corrosion lubricant. Press t h e bearing re-
housing. Install t h e four a t t a c h i n g bolts a n d tainer into t h e end of t h e worm gear bore
tighten them t o a torque value of 5-7 ft-lbs. with your thumbs. TAKE CARE not t o
Install t h e t i l t gear on t h e spline s h a f t and d a m a g e t h e O-ring.
lock i t in place with a T r u a r c retaining ring. 6- Use a pair of T r u a r c ring pliers and
Fill t h e clutch housing with S.A.E. 30 weight install t h e retaining ring t o s e c u r e t h e bear-
oil. ing in place. If t h e t i l t quadrant w a s
5- Slide t h e thin nylon washer onto t h e removed, position i t on t h e spur g e a r and
s l o t t e d end of t h e worm g e a r s h a f t until s e c u r e i t with t h e t h r e e 9/ 16" bolts. Install
t h e y m a k e c o n t a c t with t h e worm g e a r drive t h e s t e r n drive, if i t w a s removed, see
pins. Slide t h e s l o t t e d end of t h e worm g e a r C h a p t e r 10.
o n t o t h e rounded end of t h e worm g e a r s h a f t
until i t indexes with t h e locking in. Insert
t h e slotted end of t h e worm gga; s h a f t i n t o
t h e worm g e a r bore and through t h e bronze
bushing.
Slide t h e worm g e a r into place by turn-
ing t h e t i l t gear. Install a NEW O- ring o n t o
 © pdfmanualpublisher.com 2005

COOLING
9- 1 DESCRIPTION

An impeller-type pump (make-up pump)

installed in t h e vertical drive supplies circu-
lating coolant t o t h e engine. In addition t o
this pump, a conventional centrifugal- type
recirculating pump is mounted a t t h e front
of t h e engine cylinder block. This circulat-
ing pump is similar t o t h e pump installed on
an automobile engine.
Because of t h e pump installed in t h e
Routing schematic of coolant flow through the en-
stern drive, t h e following caution MUST
gine circulating pump.
ALWAYS b e observed before starting t h e
engine for any reason, at any time:
CAUTION: Water must circulate through
the lower unit to the engine any time the en-
gine is run to prevent damage to the water
pump in the lower unit. Just five seconds
without water will damage the water pump.
The impeller pump in t h e vertical drive
is keyed t o t h e vertical driveshaf t and is a
self-priming pump. During slow-speed oper-
ation, t h e impeller functions a s a centrifu-
gal pump. An eccentric action is developed
by the impeller because i t is offset from

Arrangement of parts for the stern drive water Routing schematic of coolant flow from the stern
pump, housing, impeller, key, and plate. drive.
 © pdfmanualpublisher.com 2005

Cooling system for early 120 h p engines.

Cooling system for late model 140-165 hp engines.

 ATER CIRCULATION 9-3
© pdfmanualpublisher.com 2005

I UATEI: 1YT:IKC
2 WATER I:LOU
3 SU IVEL HOI~aSI\G
4 U CITEK PC:'\IP
4,4 UATEt< FLOU
5 PIVOT ('AP. P L A T E . ?\D C 4 S K t T
l3 6 h L E T HOSE
7 E X H A U S T \I.?i\;lFLOLD
8 I k L E T HOSE
Y O C T L E T HOSE
10 Tt4ER:iOSTAT HOC SING
11 THEKZIOSTAT
12 2IIkKIhE C I R C l j L A T O K Pti,\iP
13 UATEK t L O U
12 I4 CYLlhSCK HEAD

Functional diagram of the cooling system for late model V 8 engines with principle areas identified. The water flow is
identical for the 3.8 and 4.3 Litre V6 models except for circulating around six cylinders instead of eight cylinders, as
shown.

U,ATEK F L O K
PIVOT C A P , P L A T E , A N D C A S K E T
I N L E T HOSE
E X H A U S T \lAi\'lf'LOLD
INLET HOSE
O l l T L E T !HOSE
T H E K L I O S T A T HOI-l5ING
THEfiVOSTAT
ZIAKINC C I K C I J L A T O K P b k l P
WATER F L O U
/ 14 CYLINDER HEAD ~ 7 %

Functional diagram o f the cooling system for early model V 6 and V8 engines with principle areas identified.
I
12
9-4 COOLING
© pdfmanualpublisher.com 2005
During high-speed o p e r a t i o n , t h e impell-
e r blades a r e p r e v e n t e d f r o m m a k i n g con-
tact and following t h e inside p e r i m e t e r of
t h e p u m p housing b e c a u s e of t h e r e s i s t a n c e
of t h e w a t e r as i t passes through t h e pump.
T h e blades f l e x t o w a r d t h e c e n t e r of t h e
i m p e l l e r and f u n c t i o n as a c i r c u l a t o r .
T h e c e n t r i f u g a l - t y p e p u m p on t h e e n g i n e
block o p e r a t e s in much t h e s a m e m a n n e r as
t h e p u m p on a n a u t o m o b i l e e n g i n e installa-
tion. T h e pump h a s a pulley a t t a c h e d t o t h e
p u m p s h a f t hub a t i t s f o r w a r d end, a n d t h i s
pulley i s driven by a b e l t f r o m t h e crank-
s h a f t pulley. T h e p u m p shaf t- and- bearing
assembly i s pressed i n t o t h e w a t e r p u m p
cover. T h e b e a r i n g i s p e r m a n e n t l y lubricat-
WATER FLOW W I T H W A R M ENGINE
WATER FLOW W I T H COLD ENGINE
Routing of coolant flow in the thermostat housing,
on V6 and V 8 engines.
e d during m a n u f a c t u r e a n d s e a l e d t o p r e v e n t
loss of l u b r i c a n t and e n t r y of dirt. A non-
a d j u s t a b l e s e a l pressed i n t o t h e p u m p c o v e r
s e a l s t h e p u m p a g a i n s t c o o l a n t leakage. T h e
bearings a r e a s p e c i a l t y p e f o r m a r i n e in-
s t a l l a t i o n s a n d use in s a l t w a t e r . T h e r e f o r e ,
NEVER REPLACE THE PUMP WITH AN
AUTOMOTIVE-TYPE.
Cooling w a t e r f o r t h e e n g i n e i s d r a w n i n
through t h e i n t a k e in t h e lower u n i t by t h e
make- up pump in t h e v e r t i c a l drive. I t is
t h e n c a r r i e d f r o m t h e i m p e l l e r housing
through t h e v e r t i c a l d r i v e and both e n d c a p s
t o t h e i n t e r m e d i a t e housing a n d on t o t h e
engine. T h e r e a r e t w o r o u t e s f o r t h e cool-
a n t t o e n t e r t h e engine:
WATER FLOW W I T H W A R M ENGINE
WATER FLOW W I T H COLD ENGINE
Routing o f coolant flow in the thermostat housing,
1974-1 979 V 8 engines.

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1- From t h e w a t e r intake, it is f o r c e d
through t h e hose(s) running between t h e t o p
of t h e i n t e r m e d i a t e housing and t h e mani-
fold elbow(s). From t h i s point t h e coolant i s
moved forward in t h e inner passage of t h e
manifold t o t h e end c a p w h e r e i t e n t e r s t h e
hose connected between t h e inner nipple of
t h e e n d c a p and t h e uppermost nipple of t h e
upper t h e r m o s t a t housing, t h e n i n t o t h e en-
gine.
2- On l a t e model engine installations,
t h e w a t e r from t h e i n t e r m e d i a t e housing i s
moved through a single i n t a k e hose on t h e
s t a r b o a r d side of t h e engine t o t h e i n l e t
nipple of t h e upper t h e r m o s t a t housing.
From t h e r e , t h e coolant i s forced downward
through t h e lower t h e r m o s t a t housing where
i t e n t e r s a flexible hose a t t a c h e d t o t h e
i n l e t pipe of t h e engine circulating w a t e r
WATER FLOW WITH WARM ENGINE
WATER FLOW WITH COLD ENGINE
Routing of the coolant flow in the thermostat
housing, 140-165 hp engines.
WATER CIRCULATION 9-5
pump. This inlet is a p a r t of t h e pump c o v e r
and passes t h e coolant i n t o a low- pressure
a r e a located at t h e axis of t h e impeller.
Vanes on t h e r o t a t i n g impeller throw t h e
w a t e r outward and i n t o t h e cylinder block.
A f t e r moving t h e full length of t h e t h e
cylinder block, t h e w a t e r is f o r c e d upward
through t w o passages and i n t o t h e cylinder
head w h e r e i t moves forward t o cool t h e
combustion c h a m b e r areas. When i t r e a c h e s
t h e forward end of t h e cylinder head, t h e
w a t e r e n t e r s t h e r e a r of t h e lower thermo-
stat housing. The t h e r m o s t a t will be open,
if t h e w a t e r in t h e block has reached oper-
a t i n g t e m p e r a t u r e , allowing a portion of t h e
w a t e r t o be pumped upward past t h e therm-
o s t a t t o th? upper t h e r m o s t a t housing. T h e
remaining w a t e r is returned through t h e
flexible hose t o t h e w a t e r pump f o r recir-
culation through t h e block. The water
which w a s pumped upward p a s t t h e thermo-
s t a t , e n t e r s t h e hose connected t o t h e upper
t h e r m o s t a t housing o u t l e t and moves i n t o
WATER FLOW WITH WARM ENGINE
WATER FLOW VV ITH COLD ENGINE
Routing o f coolant flow in the thermostat housing,
120 hp engines.
 9-6 COOLING
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Water froze in this stern drive water pump because
the boat was stored with the stern drive in the up
position and the water was trapped inside the pump.
ALWAYS lower the stern drive when laying up the boat
for winter storage.
t h e manifold e n d cap. F r o m t h e e n d c a p t h e
w a t e r i s f o r c e d r e a r w a r d through t h e mani-
fold passages and i n t o t h e high-rise elbow.
All w a t e r e n t e r i n g t h e high- rise elbow i s
mixed w i t h t h e e x h a u s t g a s e s prior t o e n t e r -
ing t h e e x h a u s t hose. This m i x t u r e of
e x h a u s t g a s e s and w a t e r m o v e s i n t o t h e
a d a p t e r in t h e i n t e r m e d i a t e housing a n d
v e r t i c a l d r i v e and i s discharged f r o m t h e
s y s t e m under w a t e r .
If t h e e n g i n e i s cold and t h e t h e r m o s t a t
i s o p e r a t i n g properly, n o w a t e r will pass t h e
t h e r m o s t a t t o b e discharged overboard. In-
s t e a d of passing t h e t h e r m o s t a t , t h e w a t e r
i s r e t u r n e d t o t h e w a t e r c i r c u l a t i n g pump
WATER PUMP TEST ALTERNATOR
PULLEY POINT I s t e p s t o p e r f o r m a p r e s s u r e test of t h e
u
T
ALTERNATOR
PULLEY
CRANKSHAFT
PULLEY
Correct tension o f the drive belt is essential t o
prevent rapid wear of the water pump and alternator
bearings, i f the belt is too tight; or excessive belt wear,
offensive noise, fluctuating alternator output, or engine
overheating, if the belt is too loose. I f the belt is
cracked, frayed, or bottoms in the pulleys, it should be
replaced at the first opportunity.
through t h e f l e x i b l e hose a n d r e c i r c u l a t e d
through t h e block f o r a quick warm- up.
While t h e w a t e r inside t h e block i s
r e c i r c u l a t i n g , t h e w a t e r pump in t h e s t e r n
d r i v e i s pumping w a t e r t o a closed t h e r m o s -
t a t in t h e block. Since t h i s w a t e r is n o t a b l e
t o e n t e r t h e block, p r e s s u r e would soon build
up t o t h e point w h e r e t h e t h e r m o s t a t would
be f o r c e d off i t s seat allowing t h e w a t e r t o
pass. This condition would r e s u l t in a g r e a t -
l y i n c r e a s e d warm- up period.
T o p r e v e n t t h i s i n c r e a s e in p r e s s u r e
within t h e s y s t e m , a m e t e r e d o r f i c e is in-
s t a l l e d t o r e l i e v e t h e pressure.
9-2 TROUBLESHOOTING
A l e a k or a n o v e r h e a t i n g condition a r e
t h e usual signs of a problem in t h e cooling
system. T h e t e m p e r a t u r e g a u g e and t h e
sending unit installed on t h e e n g i n e a r e t w o
a r e a s t o c h e c k first. T o test t h e s e t w o
i t e m s , see a p p r o p r i a t e s e c t i o n in C h a p t e r 6,
E l e c t r i c a l Service.
T w o of t h e f i r s t tests t o b e p e r f o r m e d on
t h e e n g i n e a r e a n a i r bubble test a n d a
w a t e r flow test.
T h e preliminary t e s t i n g s e c t i o n of t h i s
c h a p t e r is followed by d e t a i l e d t e s t i n g pro-
c e d u r e s t o pinpoint a n y problem in t h e cool-
ing s y s t e m .
The final section outlines necessary
combusiton c h a m b e r s f o r a c r a c k and also t o
s e r v i c e t h e e x h a u s t manifold and t h e r m o s -
tat.
PRELIMINARY COOLING
SYSTEM TESTS
1- With t h e s t e r n d r i v e s u b m e r g e d in
w a t e r , a n d t h e e n g i n e o p e r a t i n g at a b o u t
600 r p m , c h e c k t h e flow of w a t e r at t h e
s t a r b o a r d s i d e of t h e pivot trunnion caps.
O n l a t e model installations, t h e w a t e r f l o w
will b e discharged a t t h e ball gears. If t h e
s t r e a m is s m a l l , o r i s n o t s t e a d y , t h e s t e r n
d r i v e w a t e r p u m p i s n o t o p e r a t i n g properly,
or t h e w a t e r pickup i s clogged. If t h e r e i s a
good, s t e a d y , f l o w of w a t e r , t h e w a t e r p u m p
and pickup a r e in good condition.
2- C h e c k t h e tension of t h e d r i v e b e l t
f o r t h e w a t e r p u m p on t h e engine. With t h e
e n g i n e running, o b s e r v e r o t a t i o n of t h e wat-
e r p u m p pulley. If t h e pulley i s n o t running
t r u e , t h e d r i v e b e l t m a y be be worn a n d
n e e d replacing, o r t h e w a t e r p u m p m a y b e

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damaged. If t h e w a t e r p u m p l e a k s while t h e
e n g i n e is running, t h e p u m p mounting m a y
b e loose; t h e s e a l in f r o n t of t h e pump m a y
be defective; or t h e w a t e r pump may b e
worn and n e e d t o b e replaced. If prelimi-
n a r y inspection d o e s n o t r e v e a l t h e problem,
t h e w a t e r pump MUST b e r e m o v e d and
c h e c k e d f o r w e a r , i n t e r n a l corrosion, block-
a g e , o r possible damage.
3- R e p l a c e t h e pump if i t is d a m a g e d o r
corroded. W a t e r p u m p p a r t s a r e n o t avail-
a b l e t o rebuild t h e pump. NEVER r e p l a c e a
11'4" T O 1 /2" GIVE
TROUBLESHOOTING 9-7
marine pump with a n automotive w a t e r
p u m p b e c a u s e t h e m a r i n e pump i s designed
a n d built t o w i t h s t a n d m a r i n e o p e r a t i o n ,
including s e r v i c e in s a l t w a t e r .
rt- Engine running t o o hot: Problem m a y
b e c a u s e d by r e t a r d e d ignition timing. S e e
t h e Tuning s e c t i o n of C h a p t e r 5 , Ignition
Service.
5- O t h e r h e a t i n g problems: May be
c a u s e d by a blocked w a t e r i n t a k e s c r e e n o r
a l o o s e s c r e e n in t h e w a t e r pickup in t h e
s t e r n d r i v e lower unit.
6- Exhaust g a s test: This test will
d e t e r m i n e if e x h a u s t g a s e s a r e passing
t h r o u g h t h e engine. I t will a l s o p r o v e t h e
w a t e r flow through t h e block. F i r s t , r e p l a c e
a l l e x i s t i n g hoses w i t h t h e c l e a r p l a s t i c
type. A flush k i t FORCES w a t e r t h r o u g h
© pdfmanualpublisher.com 2005

t h e engine. Therefore, NEVER use a flush

kit f o r t h i s test.
Submerge t h e s t e r n drive in water. With
t h e engine running at a b o u t 650 rpm, place
your hand on each of t h e plastic hoses.
Feeling light vibrations indicates gas
bubbles a r e passing through t h e hose. Refer
t o t h e flow c h a r t s t o pinpoint t h e source of
t h e g a s bubbles.
7- T o check t h e w a t e r flow f r o m t h e
s t e r n drive and t h r u t h e engine: Remove
t h e plastic hose between t h e exhaust elbow
and t h e i n t e r m e d i a t e housing at t h e exhaust
elbow. On a V-8 engine installation, t h e
hose may be disconnected on e i t h e r side.
On l a t e model engines, this hose extends
f r o m t h e exhaust elbow t o t h e t h e r m o s t a t
housing. Hold a container over t h e end of
t h e hose; run t h e engine at about 550 rpm;
and n o t e t h e t i m e required t o fill t h e con-
tainer. Compare this t i m e with t h e specifi-
cation given in t h e accompanying chart. If
t h e container does not fill in t h e required
t i m e , o n e o r m o r e of t h e following problems
may be at fault: A clogged water pickup; a
d e f e c t i v e w a t e r pump; a leak in t h e pump
seals; o r an obstruction in t h e i n t e r m e d i a t e
housing passage. As t h e container fills, hold
t h e end of t h e hose beneath t h e surface of
t h e w a t e r and check for bubbles. Bubbles
indicate t h e w a t e r t u b e grommets at e i t h e r
 TROUBLESHOOTING 9-9
© pdfmanualpublisher.com 2005

end of the stainless steel tube from t h e

water pickup t o t h e water pump in the lower
unit, or the swivel bearing seals a r e permit-
ting exhaust gas to e n t e r the cooling sys-
tem. See Chapter 10, Stern Drive f o r
service in this area.
8- Replace t h e intermediate-to-mani-
fold plastic test hose with t h e regular hose.
On V-type engine installations, remove t h e
lower exhaust manifold-to-upper thermostat
housing inlet hose at t h e thermostat hous-
ing. On in-line engines, remove t h e inner
(starboard) exhaust manifold-to- upper
thermostat inlet hose at t h e thermostat. On
l a t e model engine installations, water does
not e n t e r t h e engine through t h e exhaust
manifold, but is routed from the
intermediate housing t o t h e thermostat
housing. Therefore, this test does not apply.
Hold a container over t h e end of t h e
hose and run t h e engine at about 550 rpm.
The container should fill in t h e t i m e speci-
fied in t h e accompanying chart. As t h e
container fills, hold t h e end of t h e hose
under t h e surface of t h e water and check
for bubbles. If t h e w a t e r supply is short,
according t o t h e chart, or if air bubbles a r e
present, a porous defective elbow gasket; a
clogged exhaust manifold; or a clogged ex-
haust elbow is t o blame.
On V 8 engine installations, TAKE TIME hose and run t h e engine at about 550 rpm
t o m a k e this t e s t on both t h e starboard and and note t h e t i m e required t o fill t h e con-
port exhaust manifolds. tainer. As t h e container fills, submerge t h e
Replace t h e plastic test hose from t h e end of t h e hose in t h e water and check f o r
lower exhaust manifold t o t h e upper ther- bubbles. Compare t h e fill t i m e with t h e
mostat housing with t h e regular hose. t i m e given in t h e accompanying chart. If
9- On V-type engines: Remove t h e the container fails t o fill in t h e required
plastic test hose from t h e thermostat t o t h e t i m e or if air bubbles a r e present, t h e
upper exhaust manif old, at t h e manif old. problem could be: A leaking head gasket; a
On in-line engines: Remove t h e port side crack in t h e block; a defective engine w a t e r
(outer) plastic test hose from t h e therm os- pump; or a defective thermostat. On V-8
tat t o the exhaust manifold, at t h e mani- engines, TAKE TIME t o make the test on
fold. Hold a container over t h e end of t h e both t h e port and starboard manifolds.

WATER CIRCULATION SYSTEM TEST SPECIFICATIONS

(ENGINE RPMS 550)
TIME TO FILL A
GALLON CONTAINER (In Seconds)

100,120 & 140 165 Hp 185,200,210,

Hp Engines Engines 225 & 245 Hp
Engines
1 None
2 intermediate housing-to-manifold
3 Manifold-to-thermostat housing inlet
4 Thermostat housing outlet-to-manifold
9-10 COOLING
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10- A f t e r p e r f o r m i n g t h e previous n i n e
tests, a l m o s t a n y problem in t h e cooling
s y s t e m should h a v e b e e n isolated. R e p l a c e
a l l of t h e p l a s t i c test hoses w i t h t h e r e g u l a r
o p e r a t i n g hoses. TAKE NOTE: T h e hoses
b e t w e e n t h e e x h a u s t manifold a n d t h e t h e r -
m o s t a t housing a r e i n s t a l l e d f r o m t h e bot-
t o m nipple on t h e e x h a u s t manifold t o t h e
t o p nipple o n t h e t h e r m o s t a t .
11- A c r a c k i n t h e e n g i n e combustion
c h a m b e r c a n b e verified by i n t r o d u c i n g
c o m p r e s s e d a i r i n t o e a c h cylinder while
checking t h e c o o l a n t at t h e t h e r m o s t a t
housing f o r bubbles. T o p e r f o r m this test:
Install a cylinder a i r t e s t e r in t h e h o s e
a d a p t e r i n t h e No. 1 s p a r k plug hole. R o t a t e
t h e c r a n k s h a f t until No. 1 cylinder is at
T D C , f i r i n g position. C h e c k t h e distributor
points. T h e points should just b e s t a r t i n g t o
open. Introduce full a i r l i n e p r e s s u r e t o t h e
t h e cylinder. R e p e a t t h e test f o r e a c h
cylinder a f t e r t h e cylinder h a s been brought
t o t h e T D C position and t h e b r e a k e r points
h a v e been o b s e r v e d as just s t a r t i n g t o o p e n
f o r t h e cylinder being t e s t e d . Any loss of
a i r p r e s s u r e during a n y of t h e s e tests indi-
cates e i t h e r a blown head n a s k e t or a c r a c k
i n t h e block. BAD NE&~S, VERY BAD
NEWS!

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t o t h e t h e r m o s t a t housing.
e x h a u s t hoses b e t w e e n t h e elbow and t h e
s i d e of t h e i n t e r m e d i a t e housing.
To ensure adequate water flow, the exhaust mani-
folds should be cleaned every 350-450 hours o f engine
opera tion.
9-3 EXHAUST MANIFOLDS
Many e n g i n e f a i l u r e s a n d h e a t i n g prob-
l e m s c a n be t r a c e d t o t h e e x h a u s t manifold
a n d elbow systems. H o w e v e r , b e f o r e pro-
c e e d i n g w i t h t h e work o u t l i n e d in t h i s sec-
tion, b e s u r e you h a v e TAKEN TIME t o
m a k e t h e tests a n d c h e c k s s u g g e s t e d in t h e
previous s e c t i o n s of t h i s c h a p t e r .
REMOVAL
R e m o v e t h e f o u r w a t e r hoses b e t w e e n
t h e e x h a u s t manifold and t h e t h e r m o s t a t .
On l a t e model engines, only t w o hoses a r e
installed. R e m o v e t h e t w o w a t e r i n l e t hoses
b e t w e e n t h e i n t e r r n e d i a t e hmlisinp tc t h e
e x h a u s t elbow. On l a t e model insta.llations,
t h i s hose c o n n e c t s t h e i n t e r m e d i a t e housing
A commercial cylinder leakage tester is available at
modest cost, i f considerable work on several engines is
performed on a regular basis.
EXHAUST MANIFOLDS 9- 1 1
These corroded end cap nipples must be replaced
with a new set.
Remove t h e
Remove t h e nuts from t h e studs located
along t h e s i d e of t h e h e a d t o s u p p o r t t h e
e x h a u s t manifolds. R e m o v e t h e manifolds.
R e m o v e t h e e x h a u s t elbows and end caps.
CLEANING AND INSPECTING
-
Carefully check t h e engine exhaust ports
f o r a n y sign of r u s t o r indication w a t e r h a s
e n t e r e d t h e p o r t s f r o m t h e e x h a u s t mani-
fold. If t h e r e is a n y e v i d e n c e of porosity, o r
t h a t w a t e r has passed b e t w e e n t h e w a t e r
passages and t h e e x h a u s t c h a m b e r s , t h e
manifold being i n s p e c t e d MUST b e replaced.
W a t e r leaking f r o m t h e w a t e r passages i n t o
t h e e x h a u s t s y s t e m could c a u s e w a t e r t o
pass i n t o t h e e n g i n e through t h e e x h a u s t
valves.
C h e c k t h e e x h a u s t elbow w a t e r passage.
Blow a i r o r f o r c e w a t e r t h r o u g h t h e passage
t o verify t h e passage is n o t clogged. C h e c k
t h e inside of t h e e x h a u s t hose closely f o r
a n y sign of burning. Any e v i d e n c e of burn-
i n g i n d i c a t e s a l a c k of w a t e r passing t h r o u g h
t h e manifold o r elbow.
T h e manifolds and elbows should b e
c l e a n e d a n d rodded o u t e v e r y 300 t o 400
hours of o p e r a t i o n , o r e v e r y 3-112 to 4
y e a r s , whichever o c c u r s first.
Soak t h e manifold a n d elbow f o r a b o u t
t h r e e hours in M u r i a t i c Acid, o b t a i n a b l e
f r o m a n y s w i m m i n g pool s e r v i c e o u t l e t . T o
t h e author's knowledge, OMC did n o t manu-
f a c t u r e an aluminum manifold. HOWEVER,
previous e n g i n e o w n e r s m a y h a v e installed
a n aluminum manif old. Theref o r e , NEVER
u s e a n y t y p e of a c i d o n a n y aluminum part.
A f t e r t h e y h a v e soaked, w a s h t h e m thor-
oughly w i t h w a t e r and t h e n rod o u t t h e
passages w i t h a s t i f f rod t o b r e a k l o o s e a n y
d e b r i s in t h e passage. Wash t h e m a g a i n w i t h
water and use t h e rod a second time.
C l e a n t h e m a t i n g s u r f a c e s of t h e e x h a u s t
manifold, elbow, a n d t h e block.
 9-12 COOLING © pdfmanualpublisher.com 2005

The exhaust elbow should be cleaned every 350-450

hours of engine operation t o ensure adequate water
circulation.
INSTALLATION

Position NEW g a s k e t s on t h e e n d p l a t e s
and elbows. Install t h e manifolds t o t h e
cylinder h e a d s and s t a r t t h e n u t s o n t o t h e
studs. T i g h t e n t h e n u t s a l t e r n a t e l y . O n
s o m e engines, t h e m a n u f a c t u r e r does not
i n s t a l l a g a s k e t b e t w e e n t h e e x h a u s t mani-
f o l d a n d t h e e n g i n e block. E o w e v e r , if a n
e x h a u s t l e a k b e t w e e n t h e s e s u r f a c e s is sus-
pected, gaskets may b e obtained from the
l o c a l a u t o m o t i v e p a r t s dealer. A s u b s t i t u t e
f o r a new g a s k e t would b e t o c o a t t h e
s u r f a c e s of t h e manifolds and t h e m a t c h i n g
s u r f a c e s on t h e black w i t h P e r m a t e x "Form-
A- Gasket" or equivalent.
Install and c o n n e c t t h e i n l e t , o u t l e t , a n d
e x h a u s t hoses a n t h e manifold.
S t a r t t h e engine m d c h e c k f o r w a t e r ,
f u e l , and e x h a u s t leaks.
CAUTION: Water must circulate through
the lower unit to the engine m y time the en-
gine is run to prevent damage to t
pump in the lower unit. Just five seconds
without water will damage the water pump.
9-4 THERMOSTAT REPLACEMENT
1- Drain t h e w a t e r f r o m t h e block by
opening t h e w a t e r drain valves. R e m o v e t h e
thermostat cover, and then lift out t h e
thermostat.
I n s p e c t t h e t h e r m o s t a t f o r l e a k a g e by
holding i t up t o t h e light when t h e t h e r m o s -
tat is a t room t e m p e r a t u r e . A l i g h t l e a k
around t h e p e r i m e t e r i n d i c a t e s t h e t h e r m o s -
tat is not closing, a n d MUST b e replaced. If
t h e t h e r m o s t a t is fully open, i t is d e f e c t i v e
and MUST be replaced.
2- Apply a c o a t i n g s f P e r f e c t Seal, o r
equivalent, t o both sides of a NE
Thermostat replacement, as described in the text.
Install t h e g a s k e t a n d t h e r m o s t a t as shown.
P l a c e t h e t h e r r n o s t a t c o v e r o v e r t h e hous-
ing, and install t h e c o v e r bolts. O n in-line
engines: t i g h t e n t h e b o l t s t o 30 ft- lbs. O n
V 8 engines: t i g h t e n t h e b o l t s t o 15 f t-lbs.
9-5 WATER PUMP REMOVAL
R e p l a c e m e n t of t h e w a t e r p u m p in t h e
s t e r n drive involves m a n y tasks, consider-
able time, and attention t o detail, t o ensure
proper p e r f o r m a n c e a f t e r t h e work i s c o m -
pleted.
A s a n a s s i s t in understanding m o r e a b o u t
t h e s t e r n d r i v e w a t e r pump, t h e following
p a r a g r a p h s explain which units m u s t b e re-
moved IN SEQUENCE in o r d e r t o r e p l a c e
t h e w a t e r pump.
1- T h e w a t e r pump i s l o c a t e d inside t h e
l o w e r s e c t i o n of t h e upper housing of t h e
s t e r n drive. T h e r e f o r e , f i r s t t h e s t e r n d r i v e
m u s t b e r e m o v e d f r o m t h e b o a t , see S t e r n
Drive R e m o v a l , S e c t i o n 10-5 o r 10-27. T h e
upper housing m u s t t h e n b e s e p a r a t e d f r o m
t h e lower housing as d e t a i l e d in Upper Hous-
ing R e m o v a l , S e c t i o n 10-6 o r 10-27A.
 STERN DRIVE 9- 13
© pdfmanualpublisher.com 2005

OIL LEVEL GAUGE TRU-COURSE STEERING

BEARING I WORM WHEEL

,RUDDER TRIM TAB

,UNDERWATER
EXHAUST
OUTLET

I
R E V E R S E G E AR R&RSE SHJFTCOIL

Detailed sectional view of an OMC stern drive showing internal working parts. Notice the location of the water
pump, swivel housing, and the water pickup tube. Proper installation and operation of these items is essential t o
efficient cooling of the engine and the stern drive.
9-14 COOLING
© pdfmanualpublisher.com 2005

2- Detailed illustrated instructions f o r

UPPER GEAR HOUS l NG removal of t h e w a t e r pump will b e found in
Water P u m p Removal, Section 10-7.
TAKE NOTE: I t is possible t o install t h e
w a t e r pump without performing t h e work
given in S t e p 3. However, if they a r e n o t
performed, t h e new pump m a y n o t m o v e t h e
w a t e r t o t h e engine in t h e required volume
and r e p l a c e m e n t of t h e pump will n o t give
t h e desired results.
3- T h e e x h a u s t housing is n o t considered
a p a r t of t h e w a t e r pump repair. However,
t h e housing m u s t b e removed in o r d e r t o
r e m o v e t h e swivel housing.
T h e r e f o r e , r e m o v e t h e e x h a u s t housing,
see Exhaust Housing Removal, Section 10-14
o r 10-35.
The swivel housing and w a t e r pickup
t u b e play a c r i t i c a l role in t h e cooling
system. A n y e x h a u s t g a s e s o r l e a k a g e a t
t h e swivel housing will c a u s e failure of a
new w a t e r pump.
T h e r e f o r e , r e m o v e and s e r v i c e t h e swiv-
e l housing, see Swivel Housing Removal,
Section 10-12 o r 10-36.
WATER PUMP
 WATER PUMP 9-15
© pdfmanualpublisher.com 2005

HOUS lNG
I
PLATE

Water circulation through the lower unit.
9-6 WATER PUMP ASSEMBLING
I- Assemble t h e swivel housing seals,
g a s k e t , and w a t e r i n t a k e tube, s e e swivel
Housing Assembling, Section 10-18 o r 10-37.
2- Install t h e e x h a u s t housing, see Ex-
h a u s t Housing Installation, Section 10-19 or
10-56.
3- Install t h e w a t e r pump t o t h e upper
g e a r housing, see Water P u m p Installation,
Section 10-13 o r 10-34.
9-16 COOLING
© pdfmanualpublisher.com 2005

4- Install t h e upper housing into t h e

exhaust housing, s e e Upper Housing Instal-
lation, Section 10-20 or 10-57.
5- Install the s t e r n drive t o t h e inter-
mediate housing, see Stern Drive Installa-
tion, Section 10-21 o r 10-58.
6- S t a r t t h e engine and perform a func-
tional check of the cooling system.
CAUTION: Water must circulate through
the lower unit to the engine any time the en-
gine is run to prevent damage to the water
pump in the lower unit. Just five seconds
without water will damage the water pump.

Damaged water pump resulting from leaving the Arrangement of internal parts in an OMC flushing
stern drive in the up position during freezing weather. adapter kit and the kit installed on the engine.
 © pdfmanualpublisher.com 2005
10
STERN DRIVE
10-1 DESCRIPTION
E l e c t r o m a t i c g e a r c a s e s w e r e used on a l l
OMC s t e r n d r i v e i n s t a l l a t i o n s b e t w e e n 1964
and 1977. F r o m 1978 through 1981, OMC
used a m e c h a n i c a l a s s i s t e d power s h i f t u n i t
w i t h propeller e x h a u s t . Since 1982, t h e
shifting h a s b e e n by m e c h a n i c a l l i n k a g e
only. E a c h d r i v e c o n t a i n s a n upper and
l o w e r unit.
The electromatic shift stern drive is
p r e s e n t e d in t h e f i r s t portion of this c h a p t e r
f r o m S e c t i o n 10-2 t h r u 10-21. T h e mechani-
c a l a s s i s t e d power s h i f t a n d t h e m e c h a n i c a l
s h i f t s t e r n drives a r e combined in S e c t i o n s
10-22 t h r u 10-60.
10-2 EARLY STERN DRIVE UNITS
MODELS 1964 THRU 1977
T h r e e d i f f e r e n t lower u n i t s w e r e used o n
t h e e a r l y model s t e r n drives.
Type-1 A s m a l l u n i t used on t h e 8 8 t o
9 0 h p and on s o m e 120 h p drives.
Type-2 L a r g e r unit, w i t h o u t s h i m s in t h e
power t r a i n , installed f r o m 1964-67.
Type-3 A l a r g e u n i t , w i t h s h i m s in t h e
power t r a i n , installed f r o m 1967 t h r u 1977.
T h e t y p e 2 a n d T y p e 3 u n i t s a r e easily
identified by t h e n u m b e r of b o l t s on t h e
e x h a u s t housing cover: T h e T y p e 2, 1964-67
u s e s f o u r bolts; a n d t h e Type- 3 units, 1967-
77 h a s f i v e bolts. A c o m p l e t e Type- 2 u n i t
m a y b e r e p l a c e d w i t h a T y p e 3. I t is a l s o
possible t o use e i t h e r t h e upper o r lower
u n i t s as a r e p l a c e m e n t , b u t only as a c o m -
p l e t e assembly, upper o r lower.
ALWAYS c h e c k t o b e s u r e t h e g e a r r a t i o
is t h e s a m e when r e p l a c i n g a c o m p l e t e unit.
When t h e unit i s s h i f t e d t o t h e f o r w a r d
position, a n e l e c t r i c s w i t c h in t h e s h i f t box
closes t h e circuit t o the forward electro-
m a g n e t i c coil in t h e g e a r c a s e . A f t e r t h e
c o i l is e n e r g i z e d , m a g n e t i s m a t t r a c t s a n d
a n c h o r s t h e f r e e e n d of t h e c l u t c h spring t o
t h e f l a n g e of t h e c l u t c h hub. T h e revolving
g e a r c a u s e s t h e spring t o w r a p around t h e
hub, c r e a t i n g a d i r e c t coupling w i t h t h e
propeiler s h a f t .
P o w e r i s t r a n s m i t t e d through t h e pinion
g e a r , f o r w a r d g e a r , c l u t c h , a n d propeller
s h a f t t o t h e propeller.
When t h e s t e r n drive is s h i f t e d t o t h e
r e v e r s e position, t h e r e v e r s e c o i l i s e n e r g i z -
e d , a n d t h e s a m e s e q u e n c e of e v e n t s t a k e s
place. T h e r e v e r s e g e a r a s s e m b l y i s AL-
WAYS t h e o n e n e a r e s t t h e propeller.
T h e b o a t b a t t e r y provides 12- volt power
f o r operation. When t h e k e y i s in t h e ON
position, power m o v e s through t h e ignition
s w i t c h t o t h e s w i t c h in t h e s h i f t box, a n d on
t o t h e lower u n i t of t h e s t e r n drive. A
c u t o u t s w i t c h is i n c o r p o r a t e d in t h e s h i f t
switch. This c u t o u t s w i t c h p r e v e n t s t h e
s t a r t e r f r o m being e n e r g i z e d e x c e p t when
t h e s h i f t l e v e r i s in t h e NEUTRAL position.
T h e n e c e s s a r y wiring i s r o u t e d f r o m t h e
dash t o t h e s h i f t box; t h e n t o t h e p o r t s i d e
of t h e engine; a f t t o a knife- disconnect
f i t t i n g just a b o v e t h e t i l t m o t o r ; t h e n o u t t o
t h e s t e r n drive. T h e f o r w a r d s h i f t w i r e i s
g r e e n a n d r e v e r s e w i r e i s blue. An e a s y w a y
t o r e m e m b e r t h e color c o d e i s g r e e n f o r go,
f o r w a r d t h a t is.
10-3 STERN DRIVE SERVICE
MODELS 1964 THRU 1977
T h e s e r v i c e p r o c e d u r e s in t h e following
s e c t i o n s a r e divided i n t o f i v e m a j o r groups:
1- Troubleshooting; S e c t i o n 10-4.
2- S t e r n d r i v e r e m o v a l f r o m t h e i n t e r -
m e d i a t e housing; s e c t i o n 10-5.
3- Servicing t h e upper g e a r housing;
S e c t i o n 10-6.
4- Servicing t h e lower unit; S e c t i o n 10-
16.
5- R e p l a c i n g t h e s t e r n drive; S e c t i o n
10-21.
10-2 STERN DRIVE © pdfmanualpublisher.com 2005

OIL LEVEL GAUGE TRU-COURSE STEERING

BEARING / / WORM WHEEL
EXHAUST HOUSING

SHAFT & GEAR

IDLE EXHAUST

UPPER GEARCASE

UPPER PINION

T I L T CLUTCH WATER PUMP

HOUSING & PLATE
WATER PUMP SWIVEL BEARING

WIVEL HOUSING

LOWER GEARCASE

& O I L PUMP .RUDDER TRIM TAB

UNDERWATER
EXHAUST
OUTLET
PINION GEAR
RUBBER SHOCK HUB

FORWARD SHIFT COIL

Detailed sectional view of an OA4C stern drive showing all internal working parts.
 © pdfmanualpublisher.com 2005
Each of t h e service groups a r e f u r t h e r
divided into subordinate procedures for re-
moval, disassembly, cleaning and inspecting,
assembly, and installation.
10-4 TROUBLESHOOTING
In order t o prevent unneccessary s e r v i c e
work, specific troubleshooting should be
performed. The following s t e p s present a
logical sequence of t e s t s and checks t o
pinpoint problems in t h e s t e r n drive.
1- Battery Check: Begin with a
thorough check of t h e battery. Measure t h e
gravity of t h e e l e c t r o l y t e in e a c h c e l l by
withdrawing only enough t o lift t h e float.
Take t h e reading at e y e level. A fully
charged b a t t e r y cell should read 1.280; at
half-charge, 1.210; and a dead b a t t e r y will
read only 1.150. If t h e e l e c t r o l y t e level i s
low, bring it up t o full level with clean c l e a r
water. NEVER ADD ACID t o a b a t t e r y
cell. If water is added, i t is not possible t o
t a k e a n a c c u r a t e reading until t h e b a t t e r y
has been charged f o r a f e w hours.
2- Battery Voltage: Check t h e t o t a l
b a t t e r y voltage f o r a full 12 volts. Clean
BATTERY TESTER
TROUBLESHOOTING 10-3
any corrosion from on o r around t h e c a b l e s
and terminals. Remove t h e cables, clean
t h e posts until bright m e t a l i s visible.
Scrape o u t t h e inside of t h e b a t t e r y termi-
nals, t h e n c o n n e c t and tighten them secure-
ly*
% Amperage Draw Check: Turn t h e
ignition switch t o t h e O N position and ob-
serve t h e a m p e r a g e reading on t h e dash
a m m e t e r . If a n a m m e t e r i s not installed on
t h e dash, one must be temporarily connect-
e d t o t h e system for t h i s t e s t by f i r s t
removing t h e wire marked BAT f r o m t h e key
switch, a n d t h e n connecting t h e a m m e t e r in
series with this wire and t h e key switch
terminal marked BAT.
Check t h e c u r r e n t draw. If t h e draw
exceeds 2.5 a m p s in e i t h e r g e a r , disconnect
t h e shift wires a t t h e shift wire disconnects
on t h e port side of t h e engine, just below
t h e exhaust manifold and just above t h e t i l t
motor in t h e i n t e r m e d i a t e housing. A higher
reading than 2.5 a m p s indicates a short in
t h e wiring; in t h e shift switch; or in t h e
s h i f t box.
A normal c u r r e n t draw indicates a short-
e d wire from t h e i n t e r m e d i a t e housing t o
t h e lower unit, or a short in one of t h e coils.
18-4 STf33N DRIVE © pdfmanualpublisher.com 2005

S e e t h e s t e r n d r i v e r e p a i r s e c t i o n s of t h i s
chapter.
A broken drive s h a f t in t h e i n t e r m e d i a t e
housing, upper g e a r housing, o r in t h e lower
unit, i n d i c a t e s both f o r w a r d a n d r e v e r s e
gears w e r e energized at t h e s a m e time.
C h e c k t h e s h i f t box, s h i f t switch, a n d t h e
wiring t o t h e lower unit.
4- Defective Wiring Check; L e a v e t h e
w i r e m a r k e d BAT disconnected f r o m t h e k e y
s w i t c h f o r t h i s test. C h e c k t h e wiring
leading t o t h e ignition s w i t c h and f r o m t h e
s w i t c h f o r 12 volts. If t h e r e a d i n g i s less
t h a n 1 2 volts, t h e s w i t c h i s d e f e c t i v e a n d
should be replaced.
5- Shift Box and Coil Tests C o n n e c t o n e
lead of a v o l t m e t e r t o t h e g r e e n w i r e of t h e
s h i f t box, and t h e o t h e r l e a d t o a good
ground. Turn t h e ignition s w i t c h t o ON, a n d
m o v e t h e s h i f t l e v e r i n t o f o r w a r d gear. T h e
v o l t m e t e r m u s t i n d i c a t e 1 2 volts. Next,
c o n n e c t t h e v o l t m e t e r t o t h e blue wire,
shift into reverse gear, and t h e voltmeter
should indicated 12 volts. If t h e v o l t m e t e r
f a i l s t o i n d i c a t e 1 2 volts during e i t h e r o n e
of t h e s e tests, t h e s h i f t box r e q u i r e s
s e r v i c e , see C h a t p e r 7, Accessories.
L e a v e t h e s h i f t w i r e s disconencted; t u r n t h e required r e s i s t a n c e , a w i r e i s broken, o r
t h e ignition s w i t c h OFF; m o v e t h e s h i f t t h e c o i l in t h e s t e r n d r i v e i s shorted.
l e v e r t o t h e NEUTRAL and connect
o n e l e a d of a n o h m m e t e r t o t h e g r e e n 10-5 STERN DRIVE REMOVAL
(forward) w i r e leading f r o m t h e intermedi- FROM INTERMEDIATE HOUSING
ate housing to t h e s t e r n drive, a n d t h e o t h e r MODELS 1964 TO 1977
lead t o a good ground. The ohmmeter
1- D i s c o n n e c t e a c h of t h e s h i f t w i r e s by
should i n d i c a t e f r o m 4.5 t o 6.5 ohms. M a k e
t h e s a m e t e s t f o r r e v e r s e g e a r , t h e blue slipping b a c k t h e s l e e v e s a n d breaking t h e
w i r e leading f r o m t h e i n t e r m e d i a t e housing quick- disconnect . These connections a r e
t o t h e s t e r n drive and c h e c k f o r t h e s a m e l o c a t e d a b o v e t h e t i l t m o t o r on t h e p o r t
reading. If t h e o h m m e t e r f a i l s t o i n d i c a t e side.
 REMOVAL 10-5
© pdfmanualpublisher.com 2005

2- TAKE CARE t o be s u r e t h e pivot

liners remain on t h e pivot a r m s t o p r o t e c t
t h e machined s u r f a c e s and t h a t t h e pivot
c a p s a r e kept in order t o p e r m i t installation
on t h e s a m e side from which they a r e re-
moved. Each c a p on t h e t o p of t h e inter-
m e d i a t e housing has a R o r L mark f o r
indentification. If you a r e unable t o clearly
d e t e r m i n e t h e mark, then m a k e your own
mark with a centerpunch t o ensure t h e c a p s
will be installed properly. THE CAPS
MUST NEVER BE INTERCHANGED. Tilt
t h e s t e r n drive upward approximately 10 t o
15 degrees.
3- Remove t h e four c a p screws securing
t h e end cover p l a t e s t o t h e i n t e r m e d i a t e
housing. Remove t h e ground wire between
t h e c a p screws and t h e r e a r pivot c a p screw.
This wire is used t o ground t h e lower unit
and if this wire is not installed BE SURE t o
do so during assembly.
4- SUPPORT t h e unit by holding t h e
exhaust o u t l e t in a n upward position, and
remove t h e four pivot c a p screws.
% A f t e r t h e pivot c a p s have been re-
moved, use t h e t i l t quadrant a s a lever and
e a s e t h e unit back while carefully feeding
t h e shift cable f r o m t h e i n t e r m e d i a t e hous-
ing. The knobs on t h e c a b l e s t o p w a t e r from
entering t h e boat. MARK t h e ball g e a r s t o
ensure proper tooth e n g a g e m e n t during in-
stallation.
10-6 STERN DRIVE © pdfmanualpublisher.com 2005

Installation o f the pivot cap plare. The water intake

hole in the plate MUST be aligned with the matching
hole in the intermediate housing. The word TOP is
stamped on the plate as an aid t o proper installation.

DIP STICK

OIL DRAIN
 UPPER GEAR HOUSING
© pdfmanualpublisher.com 2005
TO 1977 10-7

\\ / BRACKET

Worm gear retainer kit for installation on any early

model upper gear housing t o prevent the worm gear
plug from working out. Loss of the plug will result in
loss of steering.

10-6 UPPER GEAR HOUSING REMOVAL o r d e r t o r e m o v e t h e c o v e r . O n m o d e l s prior

MODELS 1964 TO 1977 t o 1967, t h e bolt a n d b u m p e r m u s t b e re-
m o v e d t o p e r m i t r e m o v a l of t h e e x h a u s t
1- Support t h e s t e r n d r i v e in s o m e t y p e cover.
of f i x t u r e a n d r e m o v e t h e plugs identified as 3- R e m o v e t h e e x h a u s t housing c o v e r
OIL DRAIN a n d OIL LEVEL o r VENT, t h e n a t t a c h i n g screws. O n m o d e l s s i n c e 1967,
drain t h e oil f r o m t h e upper housing. O n f i v e s c r e w s s e c u r e t h e e x h a u s t housing cov-
n e w e r models, t h e oil l e v e l m e a s u r e m e n t i s e r in place; prior t o 1967, only f o u r s c r e w s
a c c o m p l i s h e d w i t h a d i p s t i c k in t h e c e n t e r w e r e used.
of t h e e x h a u s t housing.
4- P r y a n d work t h e c o v e r f r e e of t h e
2- I t is n o t n e c e s s a r y t o r e m o v e t h e t i l t e x h a u s t housing. TAKE CARE n o t t o f o r c e
q u a d r a n t , unless t h e u n i t i s d a m a g e d . T o d o
so, f i r s t r e m o v e t h e t h r e e b o l t s on t h e p o r t
s i d e of t h e unit. If working on a 1967 o r
n e w e r model, t h e rubber b u m p e r a n d t h e
two bolts securing t h e bumper t o t h e ex-
h a u s t c o v e r d o n o t h a v e t o b e r e m o v e d in
10-8 STERN DRlVE © pdfmanualpublisher.com 2005
t h e cover. On models prior t o 1967, t h e
cover must be worked f r e e of t h e worm
wheel. Remove t h e spring and washers used
t o provide a good ground for t h e e l e c t r i c
shift mechanism. R e m o v e t h e s h i f t c a b l e
wire clamp, and then pull t h e shift c a b l e o u t
of t h e upper gear housing. Remove t h e
spring and c l a m p from t h e shift c a b l e and
move t h e cable t o one side.
5- L i f t t h e upper gear housing straight
up; t i l t i t back; then move i t f r e e of t h e
lower unit. Remove t h e large nylon washer
f r o m t h e bottom of t h e swivel housing.
TAKE NOTE how one side of t h e washer is
concave t o f i t against t h e swivel housing. If
t h e upper gear housing does not require
service, s e t i t aside and continue with Sec-
tion 10-16 f o r servicing t h e Lower unit.
10-7 WATER PUMP RE
MODELS 1964 TO 1977
Replacement of t h e w a t e r pump in t h e
s t e r n drive involves many tasks, consider-
able time, and a t t e n t i o n t o detail, t o ensure
proper performance a f t e r t h e work is com-
ple ted.
As an assist in understanding m o r e about
t h e s t e r n drive w a t e r pump, t h e following
paragraphs explain which units m u s t b e re-
moved IN SEQUENCE in order t o replace
t h e w a t e r pump.
The w a t e r pump i s located inside t h e
s t e r n drive. Therefore, t h e s t e r n drive must
be removed. See Stern Drive Removal,
Section 10-5.
The w a t e r pump i s located in t h e lower
section of t h e upper housing. Therefore, t h e
upper housing must be removed f r o m t h e
lower housing a s detailed in Upper Housing
Removal, Section 10-6.
Remove t h e w a t e r pump as detailed in
t h e l a t t e r p a r t of this section.
TAKE NOTE: It is possible t o install t h e
w a t e r pump without servicing t h e w a t e r
pickup t u b e in t h e swivel housing. However,
if i t i s n o t performed, t h e new pump may
not move enough w a t e r t o t h e engine and
replacement of t h e pump will not give t h e
desired results.
The exhaust housing i s not considered a
p a r t of t h e w a t e r pump repair. However,
t h e housing must be removed in order t o
remove t h e swivel housing.
Therefore, remove t h e exhaust housing,
see Exhaust Housing Removal, Section 10-
14.
The swivel housing and w a t e r pickup
t u b e play a c r i t i c a l role in t h e cooling
system. Any exhaust gases o r leakage at
t h e swivel housing will c a u s e failure of a
new w a t e r pump.
Therefore, remove t h e swivel housing,
see Swivel Housing Removal, Section 10-15.
TAKE MOTE- The following s t e p s
t a k e up t h e work a f t e r t h e upper g e a r
housing has been removed, a s described in
Section 10-6.
WASHER
 © pdfmanualpublisher.com 2005
Water froze in this stern drive water pump because
the boat was stored with the stern drive in the up
position and the water was trapped inside the pump.
ALWAYS lower the stern drive when laying up the boat
for winter storage.
1- Remove and discard t h e O-ring i n t h e
goove in t h e lower end of t h e water pump
shaft. NEVER a t t e m p t t o use an old ring.
ALWAYS use a new one during installation.
2- Remove t h e four bolts securing t h e
swivel plate in t h e upper housing. Remove
t h e swivel plate. If necessary, t a p t h e
swivel housing with a light mallet t o break
t h e seal on t h e water pump plate. kif t the
driveshaf t, impeller plate, impeller, and
impeller housing off as an assembly. It may
b e necessary t o use a punch and t a p t h e
impeller housing o u t of t h e bearing housing.
Remove and discard t h e spline seals from
t h e t o p of t h e driveshaft, and then l i f t t h e
impeller and impeller housing off t h e
driveshaf t. ALWAYS replace t h e housing
key and plate to prevent overheating.
CLEANING AND INSPECTING
Inspect t h e w a t e r pump plate for wear
and corrosion. If any part of t h e pump is
defective, REPLACE t h e pump a s a n assem-
bly. NEVER a t t e m p t t o repair t h e unit.
WATER PUMP TO 1977 10-9
Larger units are identified by the number o f bolts
securing the cap. Four bolts, l e f t , were used on models
from 1964-67; and five bolts, right, on units manufac-
tured since 1967.
WATER PUMP ASSEMBLING
Assembly s f t h e water pump is covered
in Section 10-13 , in sequence with other
assembly arid installation work on t h e lower
unit.
10-8 BALL GEAR DISASSEMBLING
MODELS 1964 THRU 1977
1- Remove t h e four screws and lock-
washers from t h e upper gear housing, and
then pull out t h e ball gear, shaft, and bear
ing assembly. Pry t h e assembly o u t of t h e
gearcase with a large screwdriver positioned
at one side of t h e opening in t h e top of t h e
gearcase. Remove t h e color-coded shims
f r o m t h e rear of t h e bearing retainer.
There should be no more than t w o shims.
2- Two seals a r e installed behind t h e
ball gear. To replace these seals, t h e plug
10-10 STERN DRIVE © pdfmanualpublisher.com 2005
in t h e center of t h e ball gear must be
removed. Remove t h e plug by f i r s t
punching a hole in t h e plug and t h e n popping
i t out of t h e ball gear.
3- On s o m e models, in addition t o beinq
pressed onto t h e s h a f t , t h e ball gear i s
f u r t h e r secured with a nut. If t h e n u t is
installed, remove i t , and then press t h e ball
gear from t h e shaft. Remove t h e seal c a p
and t w o seals. TAKE NOTE how t h e seals
a r e installed BACK-TO-BACK with t h e seal
lips pointing in opposite directions.
4- The ball gear assembly has a bearing
c u p and shims located in t h e r e a r of t h e
upper gearcase retained with Loctite. The
c u p may be very difficult t o remove. For
this reason, puller-relief grooves a r e provid-
e d a t t h e t o p and bottom of t h e g e a r c a s e t o
permit use of a slide hammer. Remove t h e
cup, and then t h e shims.
10-9 BEARING HOUSING DISASSEMBLING
MODELS 1964 THRU 1977
1- Am O-ring holds t h e bearing housing
in t h e upper gearcase. To remove t h e
bearing housing, grasp i t firmly and snap i t
s t r a i g h t back and o u t of t h e gearcase. Re-
move and DISCARD t h e O-ring. DISCARD
t h e shims installed on t o p of t h e bearing
housing t o establish t h e proper tolerances in
t h e drive system parts. ALWAYS install a
new O-ring and shims during installation.
2- Secure t h e pinion gear nut in a vise.
Use special socket, No. 31 1875, t o remove
t h e driveshaft nut. DISCARD t h e nut be-
c a u s e i t h a s lost i t s locking ability. Remove
t h e pinion gear and bearing assembly f r o m
t h e upper driveshaft. Remove and discard
t h e O-ring seal.
3- Two s e a l s hold t h e upper driveshaft in
position in t h e bearing housing. P l a c e t h e
bearing housing on a s o f t base in an arbor
press, and t h e n CAREFULLY f o r c e t h e
driveshaft and seals from t h e housing.
TAKE NOTE how t h e seals a r e installed
 © pdfmanualpublisher.com 2005
STEERING TO 1977 10- 1 1

unlts.

10-10 WORM GEAR STEERING

DISASSEMBLING
@ MODELS l%4 THRU 1977
BACK-TO-BACK with t h e seal lips pointing
in opposite directions. DISCARD t h e seals.
ALWAYS install new seals as a prevention 1- Remove t h e upper gear housing cover
against leaks. The pinion g e a r and bearing p l a t e by removing t h e six screws*
a r e serviced ONLY a s a n assembly. Individ- 2- R o t a t e t h e spur gear at t h e f r o n t of
ual replacement p a r t s a r e n o t available. t h e g e a r c a s e counterclockwise until t h e

obtain t h e proper running clearance.

10-12 STERN DRIVE © pdfmanualpublisher.com 2005
then l i f t t h e worm wheel straight up and
out. Notice t h e number of shims on t h e
pivot shoulder at t h e t o p of t h e upper gear-
case. These shims restrict t h e up-and-down
movement of t h e vertical drive t o 0.005" t o
0.015". A damaged shim MUST be replaced
in order t o obtain t h e proper tolerance.
CLEANING AND INSPECTING
Wash all p a r t s in solvent and blow them
dry with compressed air. NEVER SPIN t h e
ball or roller bearings with air or they will
be ruined. Remove all seal and gasket
material from mating surfaces. Blow all
w a t e r and oil passages, and screw holes
clean with air.
After t h e parts a r e clean and dry, apply
a coating of light engine oil t o t h e bearings
and bright mating surfaces of t h e shafts and
gears as a prevention against corrosion.
Check for evidence of water in t h e oil
reservoir of t h e upper gearcase. If t h e r e is
any sign of water, check t h e oil retainer
seals and O-rings t o be sure they a r e in good
condition and a r e properly installed. Any
w a t e r in t h e oil reservoir most likely enter-
ed t h e upper gearcase through t h e water
pump bolt cavities. To prevent further
water from entering, t h e water pump bolt
threads MUST be c o a t e d with P e r m a t e x
No. 2 during assembly.
Damaged pinion gear teeth may be the result of
overheating and/or lack of adequate lubrication. Improper
shimming will usually cause discoloration and/or
excessive gear wear.
Inspect - t h e shaft bearing surfaces,
splines, and keyways for wear and burrs.
Check for evidence of a n inner bearing r a c e
turning on t h e shaft. Check for damaged
threads. Roll t h e shaft on a f l a t surface and
check t o be sure i t is not bent.
Carefully check t h e inside and outside
surfaces of t h e gearcases, housing, and
covers for cracks. Pay special attention t o
t h e a r e a s around screw and shaft holes.
Verify all t r a c e s of old gasket material has
been removed from mating surfaces. Check
O-ring grooves for sharp edges which could
c u t a%;w seal. Inspect g e a r t e e t h and s h a f t
holes for wear and burrs.
Inspect all bearings for roughness, pit-
ting, and f l a t spots, by holding t h e c e n t e r
bearing r a c e and turning t h e outer race.
Shims were not used on the input driveshaft in the
upper gear housing from 1964-67 (right). Since 1967,
shims are installed, as shown ( l e f t ) .
 CLEANING AND INSPECTING 10- 1 3
© pdfmanualpublisher.com 2005

TRU-COURSE STEERING

Exploded view of the OMC upper gear housing. The Tru-Course steering worm gear is an accessory to the housing.
10-14 STERN DRIVE
© pdfmanualpublisher.com 2005

Worn ball gear, l e f t , MUST be replaced with a new

one, right.

Check t h e outside d i a m e t e r of t h e o u t e r
r a c e s and t h e inside diameter of t h e inner
races for evidence of turning in t h e housing a r e clean. Install t h e nut, if one is used, and
o r on a shaft. Any sign of discoloration or tighten i t t o a torque value of 96 ft-lbs.
scores is an idication of overheating. 2- Install t h e seal plug over t h e n u t in
Check t h e thrust washers f o r wear and t h e c e n t e r of t h e ball g e a r a n d f l a t t e n t h e
distortion. If they d o n o t have uniform plug with _a hammer. Now, remove t h e
thickness and lay f l a t , they UST be replac- assembly in preparation t o properly shim-
ed.
ming t h e driveshaf t.
10-1 1 BALL GEAR A BLING 3- This s t e p outlines t h e procedure for
MODELS 1964 THRU determining t h e amount of shimming requir-
e d for t h e driveshaft. Obtain special shim-
1- Install t h e ball gear s h a f t into t h e ming tool f o r t h e unit being serviced a s
upper housing HOUT t h e O-ring and follows:
shims. Install a couple bolts t o hold t h e
bearing cap. The unit will s t a y in place and
enable you t o i tall t h e ball gear o n t o t h e 100 hp -- 1972-73 120 thru 155 hp
driveshaf t. C K t o be sure t h e splines l a t e 1967 t o 1977
165 hp -- 1972-76 170 hp -- 1974-77
175 hp -- 1974-77 190 hp -- 1974-77
235 hp -- 1974-77

185 t h r u 245 hp - l e t e 1967-76

(Except 190 & 235 hp -- 1974-77)

This upper housing failed because it was not shimm-

ed properly. The t e x t explains in detail how t o prevent
this type o? expensive damage.
 © pdfmanualpublisher.com 2005
BALL GEAR TO 1977 10- 15

First, i t is necessary t o d e t e r m i n e t h e
number of shims required t o l o c a t e t h e
bearing cup properly a t t h e rear of t h e
upper gearcase. The cup l o c a t e s t h e ball
gear driveshaft and g e a r within t h e gear-
case. Place t h e bearing cup on t h e bearing,
at t h e rear end of t h e shaft. Now, apply
equal pressure around t h e cup while rotating
t h e cup t o break t h e oil film. Next, l o c a t e
and position t h e shim gauge, as shown. Load
and r o t a t e t h e bearing while measuring t h e
g a p between t h e shim gauge and t h e loaded
bearing cup with a feeler gauge. T h e mea-
surement equals t h e amount of shimming
required t o l o c a t e t h e gear in t h e proper
position. Place t h e upper gear housing on a
suitable s u r f a c e with a wooden block under
t h e bearing cup. on i t s upper edge. This t a b on t h e shim
4- Handle t h e shim CAREFULLY. If i t MUST be aligned with t h e t a b on t h e retain-
i s bent o r becomes t h e l e a s t bit distorted, i t er. Install- t h e O-ring s e a l on t h e retainer.
MUST be replaced. Position t h e shim in t h e Place t h e ball gear shaf t-and-bearing
bearing cup. Use t h e "ball g e a r bearing r a c e assembly i n t o t h e upper g e a r c a s e and s e c u r e
installer and drive handlet1 t o CAREFULLY i t with t h e screws and lockwashers. Tighten
drive t h e c u p squarely into i t s s e a t . t h e screws t o a torque value of 5-7 ft-lbs.
5- Make a trial assembly by inserting
t h e assembly into t h e g e a r c a s e WITHOUT 10- 12 BEARING HOUSING ASSEMBLING
t h e bearing retainer or O-ring seal. Press MODELS 1964 THRU 1977
down on t h e bearing assembly and a t t h e
s a m e t i m e turn t h e ball g e a r t o break t h e oil 1- Press t h e t o p bearing cup into t h e
film. Measure t h e gap between t h e gear- housing using tool No. 314436. Install t h e
c a s e and t h e r e a r of t h e bearing retainer cup in t h e bottom of t h e housing in t h e s a m e
with a feeler gauge. This measurement manner using tool No. 314434.
LESS 0.002" equals t h e shims required t o 2- TAKE NOTE: If t h e original pinion
properly PRELOAD t h e ball g e a r s h a f t bear- g e a r and bearings a r e t o be installed, t h e n
ing. TAKE NOTE how e a c h shim has a t a b t h e old shims may be used, provided they
10- I6 STERN DRIVE © pdfmanualpublisher.com 2005

a r e serviceable. If a new pinion g e a r o r

bearing i s t o be installed, t h e following
procedure MUST be followed t o d e t e r m i n e
t h e proper shims required t o properly pre-
load t h e bearing: First, position a support
f o r t h e upper driveshaft in such a manner to
allow t h e housing f r e e d o m t o r o t a t e . S e t
t h e support beneath t h e shaft, and t h e n
place t h e housing over t h e shaft. E x e r t a
f i r m downward pressure on t h e housing a n d
r o t a t e t h e housing around t h e s h a f t t o laod
t h e housing and t o break t h e oil film. T h e
oil film MUST BE BROKEN before a c c u r a t e
shim m e a s u r e m e n t s c a n b e made. An un-
broken oil film c a n cause t h e m e a s u r e m e n t
t o be in e r r o r by several thousands of a n
inch. Slide t h e pinion bearing o n t o t h e t o p
of t h e driveshaf t.
3- Place shim gauge tool No. 314725
over t h e shaft; press down on t h e bearing t o
apply a load; and t h e m press down on t h e
shim gauge t o prevent i t from moving. Con-
tinue t o e x e r t some pressure on t h e shim
gauge and measure t h e g a p between t h e
shim gauge and t h e inner r a c e of t h e bear-
ing. The m e a s u r e m e n t will i n d i c a t e t h e
a m o u n t of shimming required t o properly
preload t h e v e r t i c a l drive bearing. A mini- mum of one shim and a maximum of t h r e e
shims MUST be used. The illustration does
n o t show preloading in order t o a f f o r d a

© pdfmanualpublisher.com 2005
c l e a r view of t h e measurements. The p a r t s
catalogue will indicate t h e proper p a r t
numbers of available s i z e shims. Lubricate
t h e gear and bearing with No. 80 gear oil.
Position t h e c o r r e c t s i z e and number of
shims on t h e gear. Use Tool No. 314437 t o
press t h e bearing o n t o t h e g e a r with a n
arbor press.
4- Install t h e pinion gear and bearing
o n t o t h e upper driveshaft. ALWAYS use a
new locknut because t h e locking ability of
t h e old one is ruined when i t i s removed.
Install t h e n u t finger-tight. Use Tool No.
314438 and a vise on t h e lower end of t h e
driveshaft. Tighten t h e locknut t o a torque
value of 70-80 ft-lbs.
% Stand t h e bearing housing on end.
Use a torque wrench and s o c k e t t o check
t h e rolling torque value which should not
exceed 28 in.-lbs. If t h e torque value i s
more, perform s t e p 3, in order t o d e t e r m i n e
t h e proper s i z e and number of shims.
6- Apply a light coating of Anti-
c o r r o s i o n Lubricant o n t o t h e t w o bearing
housing bottom seals. Position them BACK-
TO-BACK with t h e lips facing in opposite
directions over t h e bottom of t h e upper
BEARING HOUSING TO 1977 10- 17
driveshaf t. Place Tool No. 314694, behind
t h e seals. Use an arbor press t o seat t h e
seals.
7- Shims must be used t o position t h e
bearing housing inside t h e upper gearcase.
Obtain special shimming tool for t h e unit
being serviced a s follows:
Part No. 314723
120 hp -- L a t e 1967-7 1
155 hp -- L a t e 1967-73
PART No. 907971
100 & 120 hp -- 1972 with "S" suffix
165 hp -- 1972-76
140 hp -- 1973-77
170 hp -- 1974-77
175 hp -- 1974-77
190 hp -- 1974-77
Part No. 908285
100 & 120 hp -- 1972 with "C" suffix
10U & 120 hp -- 1973-77
Part No. 314726
185 t h r u 245 hp -- L a t e 1967-76
(Except 235 hp low profile)
art No. 909078
235 hp -- 1975-77
Load t h e pinion bearing and gear and at
t h e s a m e t i m e , m e a s u r e t h e clearance t o
d e t e r m i n e t h e number and size shim/s nec-
essary. During t h e 1973 model year, t h e
ball g e a r seal retainer was s t a m p e d with a
No. 5 and requires t h e use of Tool ,908285
f o r an a c c u r a t e measurement.
8- Position a NEW O-ring i n t o t h e
groove of t h e bearing housing. Install t h e
bearing housing i n t o t h e upper gear housing
with all of t h e screws holes proper aligned.
10-18 STERN DRIVE
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S H I G~AUGE
10-13 WATER PUMP ASSEMBLING
MODELS 1964 THRU 1977
1- Slide t h e impeller p l a t e o n t o t h e
w a t e r pump shaft with t h e side stamped
PUMP SIDE a n d T f a c i n g t h e impeller.
Check t o be sure t h e impeller wear surface
i s f a c i n g t h e e x t e r n a l l y splined e n d of t h e
shaft. Install a NEW i m p e l l e r k e y in t h e
w a t e r pump d r i v e s h a f t , and t h e n a NEW
i m p e l l e r o v e r t h e key. Apply a c o a t i n g of
P e r m a t e x No. 2 t o t h e o u t e r 1/4" of t h e
upper a n d lower e d g e s of t h e i m p e l l e r p l a t e
t o s e a l t h e impeller p l a t e t o t h e i m p e l l e r
a n d t o t h e swivel housing. If P e r m a t e x i s
n o t used, t h e pump m a y pull e x h a u s t g a s e s
i n t o t h e p u m p cavity. Slide t h e i m p e l l e r
housing o n t o t h e s h a f t , a n d t h e n t u r n t h e
s h a f t clockwise until t h e i m p e l l e r seats in-
s i d e t h e housing. R o t a t e t h e i m p e l l e r p l a t e
until t h e s c r e w holes align with t h e holes in
t h e i m p e l l e r housing.
2- Use 3M S e a l e r EC 1300 as a n a d h e s i v e
a n d install a n e w s p l i t s e a l o n t o t h e drive-
shaft. Lubricate the seal and external s h a f t
splines w i t h g e a r oil. Install t h e a s s e m b l e d
w a t e r p u m p i n t o t h e b o t t o m of t h e b e a r i n g
housing. CHECK TO BE SURE t h e splines
of t h e t w o s h a f t s a r e properly engaged a n d
t h e mounting holes of t h e b e a r i n g housing
and w a t e r p u m p a r e aligned with t h o s e in
t h e upper g e a r c a s e .
3- Install t h e swivel housing o n t o t h e
w a t e r pump. C o a t t h e t h r e a d s of t h e at-
t a c h i n g s c r e w s w i t h P e r m a t e x No. 2, a n d
t h e n s e c u r e t h e b e a r i n g housing, w a t e r
pump, a n d - s w i v e l housing with t h e s c r e w s
a n d lockwashers. Tighten t h e s c r e w s
ALTERNATELY AND JUST A LITTLE AT A
TIME t o avoid d a m a g i n g t h e shims in t h e
b e a r i n g housing. T i g h t e n t h e s c r e w s t o a
t o r q u e v a l u e of 30-36 ft- lbs. Install a NEW
O- ring s e a l i n t o t h e groove inside t h e l o w e r
e n d of t h e w a t e r p u m p shaft. Apply a
c o a t i n g of O M C S e a Lube Multi- Purpose
G r e a s e t o t h e splines inside t h e lower e n d of
t h e water pump shaft.
If t h i s i s t h e only work t o be done, see
S e c t i o n 10-20 t o i n s t a l l t h e upper g e a r
housing i n t o t h e l o w e r unit and S e c t i o n 10-
21 t o install t h e stern drive t o t h e inter-
m e d i a t e housing. If t h e lower unit is t o b e
s e r v i c e d , set t h e upper g e a r housing assemb-
PLATE

© pdfmanualpublisher.com 2005
ly t o one side until t h e lower unit work has
been completed. The swivel housing i s a n
i m p o r t a n t p a r t of t h e w a t e r pump installa-
tion. In order t o perform a c o m p l e t e w a t e r
pump repair, i t is necessary t o continue with
removal of t h e exhaust housing and t h e
swivel housing t o replace t h e swivel housing
seals.
1964-66 (left), 1966-72 (right), and 1972-79 (center).
Rudder plates are NOT interchangeable.
EXHAUST HOUSING TO 1977
10- 19
10- 14 EXHAUST HOUSING REMOVAL
MODELS 1964 THRU 1977
T h e s t e r n drive m u s t b e removed, see
Section 10-5; and t h e upper g e a r housing
removed, see Section 10-6 b e f o r e t h e ex-
haust housing c a n be removed. The follow-
ing procedures pickup t h e work a f t e r t h e
upper g e a r housing h a s been removed.
1- R e m o v e t h e 9/16" bolt at t h e r e a r of
t h e rudder and on t o p of t h e g e a r c a s e , t h e n
r e m o v e t h e rudder. T h r e e t y p e s of rudders
a r e used in t h e 1964-75 lower units as shown
in t h e accompanying illustration. Kits a r e
available t o allow a change- over f r o m o n e
t y p e of rudder and p l a t e t o another.
2- R e m o v e t h e rudder p l a t e by removing
t h e s c r e w -on t h e bottom side of t h e lower
unit just above t h e propeller s h a f t , a s
shown.
3- Seven s c r e w s s e c u r e t h e exhaust
housing in place. Support t h e housing with
o n e hand, and remove t h e s c r e w l o c a t e d
inside t h e c a v i t y at t h e bottom of t h e
c a v i t a t i o n plate.
4- R e m o v e t h e remaining six exhaust
housing a t t a c h i n g screws and lockwashers.
5- Apply a liberal a m o u n t of lubricant
o n t o t h e shift wire, and t h e n remove t h e
exhaust housing and at t h e s a m e t i m e pull
t h e s h i f t wire o u t of t h e housing.
Exhaust rudders used on the lower unit: rudders
10-20 STERN DRIVE
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 SWIVEL HOUSING TO 1977 10-21
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10-15 SWIVEL HOUSING REMOVAL c o n n e c t o r s a n d s e p a r a t e them. R e m o v e a n d

MODELS 1964 THRU 1977 DISCARD t h e gasket.
2- I t is n o t n e c e s s a r y t o r e m o v e t h e
Before t h e swivel housing c a n b e remov- c a b l e t u b e o r s h i f t c a b l e unless t h e c a b l e i s
e d , t h e following w o r k m u s t b e performed. burned o r shorted. Use a n 11/16'' w r e n c h t o
R e m o v e t h e s t e r n drive: S e c t i o n 10-5 r e m o v e t h e t u b e through which t h e c a b l e
R e m o v e t h e upper g e a r housing; s e c t i o n passes. C h e c k t h e s e a l s in t h e swivel a n d
10-6. r e p l a c e t h e m if t h e y a r e d a m a g e d .
R e m o v e t h e e x h a u s t housing; s e c t i o n 10- 3- M e t a l p a r t i c l e s a r e t r a p p e d f r o m t h e
14. oil in t h e l o w e r g e a r c a s e by t w o m a g n e t -
T h e following p r o c e d u r e s pickup t h e and- spring assemblies. These assemblies
work a f t e r t h e upper g e a r housing h a s b e e n c a n b e r e m o v e d w i t h a p i e c e of w i r e if o n e
removed. A GOOD WORD BEFORE e n d i s b e n t t o f o r m a hook.
STARTING: R e p l a c e m e n t of t h e s w i v e l
housing s e a l s i s n o t t h e e a s i e s t of tasks,
expecially if t h e proper t o o l s a r e n o t avail-
able. However, a c o m p l e t e n e w swivel
housing c a n be purchased w i t h new s e a l s
installed at m o d e r a t e c o s t f r o m your l o c a l
OMC dealer. You m a y w a n t t o c o n s i d e r t h i s
r o u t e b e f o r e disassembling t h e swivel hous-
ing.
1- R e m o v e t h e e i g h t s c r e w s , t e n s c r e w s
o n s o m e models, s e c u r i n g t h e swivel b e a r i n g
a s s e m b l y t o t h e lower unit. SLOWLY l i f t
t h e a s s e m b l y off t h e g e a r c a s e a n d TAKE
CARE n o t t o d a m a g e t h e s h i f t cables. Slide
t h e insulating tubings off t h e s h i f t c a b l e
10-22 STERN DRIVE
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10-16 LOWER UNIT REMOVAL

MODELS 1964 THRU 1977

The s t e r n drive must be removed, see

Section 10-5; t h e upper gear housing remov-
ed, s e e Section 10-6; t h e e x h a u s t housing
removed, s e e Section 10-14; and t h e swivel
housing removed, s e e Section 10- 15, before
t h e lower unit c a n be serviced. The follow-
ing procedures pick up t h e work a f t e r t h e
swivel housing h a s been removed.
1- R e m o v e t h e plugs marked OIL DRAIN
a n d OIL LEVEL o r VENT; t i l t t h e unit slight-
ly and allow t h e oil in t h e lower unit t o
drain completely.
2- To r e m o v e t h e propeller, f i r s t pull
. , a n d t h e n r e m o v e t h e propell-
t h e c o t t e r kev,
e r nut, drive pin, and washer. ~ e c a u s et h e A f t e r t h e propeller h a s been removed, f i l e
drive pin i s n o t a t i g h t f i t , t h e propeller i s t h e drive pin holes on both sides of t h e s h a f t
a b i e t o move on t h e pin and c a u s e burrs on t o r e m o v e t h e burrs.
t h e hole. These burrs may m a k e removing 3- R e m o v e t h e f o u r s c r e w s securing t h e
t h e propeller difficult. T o o v e r c o m e this g e a r c a s e head t o t h e lower unit, and t h e n
problem, t h e propeller hub h a s t w o grooves slide t h e g e a r c a s e head off t h e propeller
running t h e full length of t h e hub. Hold t h e shaft. Observe t h e r e v e r s e coil w i r e at t h e
shaft' f r o m turning, and t h e n r o t a t e t h e t o p of t h e coil. DO NOT r e m o v e t h e coil at
propeller 1/4 turn t o position t h e grooves this t i m e . On e a r l y models, r e m o v e t h e t w o
o v e r t h e drive pin holes a n d t h e propeller t h r u s t s washers and t h e t h r u s t bearing f r o m
c a n then be pulled s t r a i g h t off t h e shaft. t h e shaft. O n l a t e r models, r e m o v e t h e
 © pdfmanualpublisher.com 2005
shims. BEAR IN MIND t h e o r d e r of t h e
shims, w a s h e r s , and t h e b e a r i n g as a n aid t o
installation. Notice t h e d i f f e r e n c e in t h e
was her thickness. T h e t h i n n e r w a s h e r m u s t
b e installed f i r s t a g a i n s t t h e r e v e r s e coil.
4- R e m o v e t h e T r u a r c ring s e c u r i n g t h e
r e v e r s e coil i n place. CAREFULLY pull t h e
r e v e r s e c o i l lead down a n d o u t t h e hole prior
t o removing t h e r e v e r s e coil in t h e n e x t
step.
5- G r a s p t h e propeller s h a f t f i r m l y , a n d
t h e n jerk hard t o pull t h e propeller s h a f t ,
r e v e r s e coil, a n d r e v e r s e drive g e a r o u t as
an assembly. ONE WORD: On e a r l y m o d e l
lower units, t h e s h a f t has a cam. In o r d e r t o
r e m o v e t h e s h a f t , t h e high s i d e of t h e c a m
m u s t b e DOWNWARD t o p r e v e n t damaging
t h e oil pump in t h e b o t t o m of t h e lower unit
when t h e s h a f t is removed.
6- A pinion g e a r a n d l o c k n u t hold t h e
d r i v e s h a f t in t h e g e a r c a s e . Hold t h e n u t
w i t h a 1-1/16" w r e n c h and at t h e s a m e t i m e ,
use a t o r q u e b a r a n d special t o o l No.
31 1875 t o t u r n t h e driveshaft. DISCARD
t h e locknut a f t e r i t i s f r e e b e c a u s e i t s
locking ability i s ruined o n c e t h e n u t h a s
b e e n removed. R e m o v e t h e pinion g e a r .
7- R e m o v e t h e f o u r b e a r i n g p l a t e at-
LOWEB UNIT TO 1977 10-23
Iron fillings attracted t o a magnet installed in the
lower unit t o prevent them from circulating in the oil.
The amount of fillings shown is excessive and may have
been caused by improper shimming or by lack of ade-
quate lubrication.
taching screws, and then lift t h e plate from
t h e t o p of t h e lower g e a r c a s e .
8- CAREFULLY l i f t t h e d r i v e s h a f t o u t
of t h e lower unit, a n d t h e n r e m o v e t h e
shims from- t h e b o t t o m s i d e of t h e drive-
shaft. R e a c h inside t h e housing and r e m o v e
t h e 18 pinion roller bearings. If t h e lower
u n i t h a s b e e n o p e r a t e d when t h e l e v e l of t h e
g e a r oil i s low, t h e upper b e a r i n g on t h e
driveshaf t will be destroyed.
9- R e a c h inside t h e housing; i n s e r t t w o
f i n g e r s i n t o t h e c e n t e r of t h e f o r w a r d g e a r
assembly; a n d t h e n w i t h d r a w t h e assembly.
\
REVERSE GEAR
10-24 STEXN DRIVE
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DR lVESHAFT
 LOWER UNIT TO 1977 10-25
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10- Remove t h e forward s h i f t wire c l a m p

on t o p of t h e housing. Use Slide H a m m e r
No. 380658 t o remove t h e forward coil and
w i r e lead. TAKE CARE t o pull t h e coil o u t
evenly t o prevent i t from binding in t h e
housing.
11- Use special tool No. 380657 and a
slide hammer t o remove t h e f o r w a r d bearing
cup f r o m t h e lower gearcase. Shims a r e
installed at t h e f r o n t of t h e g e a r c a s e t o
position t h e forward gear assembly properly.
If t h e shims appear damaged, t h e y MUST b e
replaced. If t h e y a r e not damaged, keep
t h e m with t h e forward bearing cup.
12- Remove t h e forward gear using a pair
s f T r u a r c retaining ring pliers t o remove t h e
ring securing t h e gear t o t h e hub.
1 3 L i f t t h e hub f r o m t h e drive gear-and-
spring assembly. Slide t h e sleeve from t h e
c l u t c h spring.
14- Remove and DISCARD t h e t h r e e
Allen s e t s r e w s securing t h e c l u t c h spring t o
t h e forward drive gear. R e m o v e t h e spring
from t h e gear. R e m o v e t h e nylon s p a c e r
installed t o keep t h e spring straight. If
e i t h e r t h e g e a r o r t h e bushing is damaged,
t h e y must both b e replaced as a set, NEVER
just o n e i t e m . To remove t h e r e v e r s e drive
gear asembly, follow t h e s a m e procedure a s
was used for t h e forward hub assembly.
Forty (40) needle bearings a r e used on t h e
r e v e r s e c l u t c h hub. The forward hub h a s a
bronze bearing. NEVER interchange t h e s e
bearings.
 © pdfmanualpublisher.com 2005
CLEANING AND INSPECTING
C l e a n t h e p a r t s w i t h s o l v e n t a n d blow
t h e m dry w i t h c o m p r e s s e d air. R e m o v e a l l
s e a l a n d g a s k e t m a t e r i a l f r o m m a t i n g sur-
faces. Blow a l l w a t e r a n d oil passages, a n d
s c r e w holes c l e a n w i t h air.
A f t e r t h e p a r t s a r e c l e a n and dry, apply
a c o a t i n g of light e n g i n e oil t o t h e b e a r i n g s
a n d bright m a t i n g s u r f a c e s of t h e s h a f t s and
g e a r s as a prevention a g a i n s t corrosion.
Inspect t h e s h a f t bearing s u r f a c e s ,
splines, a n d keyways f o r w e a r a n d burrs.
C h e c k f o r e v i d e n c e of a n inner b e a r i n g r a c e
turning on t h e s h a f t . C h e c k f o r d a m a g e d
threads. Measure t h e runout on a l l s h a f t s t o
r e v e a l a n y b e n t condition. If n e c e s s a r y ,
t u r n t h e s h a f t in a l a t h e as a c h e c k f o r out-
of-round.
C a r e f u l l y c h e c k t h e inside a n d o u t s i d e
s u r f a c e s of t h e g e a r c a s e s , housing, a n d
c o v e r s f o r cracks. P a y s p e c i a l a t t e n t i o n t o
t h e a r e a s around s c r e w a n d s h a f t holes.
Verify a l l t r a c e s of old g a s k e t m a t e r i a l h a s
b e e n r e m o v e d f r o m m a t i n g surfaces. C h e c k
O- ring grooves f o r s h a r p e d g e s which could
c u t a n e w seal. Inspect g e a r t e e t h a n d s h a f t
holes f o r w e a r and burrs. Hold t h e c e n t e r
r a c e of e a c h b e a r i n g a n d t u r n t h e o u t e r r a c e
t o b e s u r e i t t u r n s f r e e l y w i t h o u t a n y evi-
d e n c e of rough s p o t s o r binding. Inspect t h e
rollers and balls f o r a n y sign of p i t s o r f l a t
spots.
I n s p e c t t h e o u t s i d e d i a m e t e r of t h e o u t e r
r a c e s a n d t h e inside d i a m e t e r of t h e i n n e r
r a c e s f o r e v i d e n c e of turning in t h e housing
o r on t h e s h a f t . Any sign of discoloration o r
s c o r e s is e v i d e n c e of overheating.
Check t h e thrust washers for wear and
distortion. If t h e y d o n o t h a v e uniform
t h i c k n e s s a n d l a y f l a t , t h e y MUST b e r e p l a c -
ed.
Thoroughly c l e a n t h e m a g n e t s of a n y
m e t a l l i c p a r t i c l e s o r chips.
Inspect a l l of t h e springs f o r tension,
distortion, corrosion o r discoloration.
I n s p e c t t h e s h i f t c a b l e s f o r broken l e a d s
o r d a m a g e d insulation. Use a n o h m m e t e r
a n d test f o r continuity. U s e t h e o h m m e t e r
t o test t h e c o i l r e s i s t a n c e which should
i n d i c a t e 4.5 t o 6.5 ohms. C h e c k t h e coil
l e a d s f o r b r e a k s a n d d a m a g e d insulation.
C l e a n and c h e c k t h e rudder and w a t e r
i n t a k e screens. Check the water screen
holes f o r e v i d e n c e t h e s c r e e n is loose a n d
h a s c a u s e d w e a r on t h e b o t t o m .
 LOWER UNIT TO 1977 10-27
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Exploded view of the OMC 1967-77 stern drive.

10-28 STERN DRIVE
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Inspect t h e propeller f o r c r a c k s , gouged,

b e n t , o r broken blades. R e p l a c e a l l b e n t ,
worn, corroded, o r d a m a g e d parts. Burrs
c a n be r e m o v e d w i t h a file.
ALWAYS install NEW O- rings, g a s k e t s ,
a n d s e a l s during assembling a n d installation
t o p r e v e n t leaks.

10-17 LOWER UNIT ASSEMBLING

MODELS 1964 THRUI 1977

1- BEFORE t h e f o r w a r d b e a r i n g c u p c a n
b e installed, t h e required n u m b e r of s h i m s
must be determined t o locate the gear
assembly properly. To m a k e t h i s m e a s u r e -
m e n t , f i r s t p l a c e t h e bearing and c u p on t h e
f o r w a r d d r i v e hub. The following shim de-
t e r m i n a t i o n m e a s u r e m e n t c a n only be t a k e n
when t h e c l u t c h a s s e m b l y i s disassembled.
T h e only p a r t of t h e c l u t c h assembly t h a t is
a c t u a l l y used when making t h e m e a s u r e -
m e n t , i s t h e hub. N e x t , apply a r o t a t i n g
pressure t o break t h e oil film. Now, u s e
G a u g e No. 314718 and a f e e l e r g a u g e and
measure t h e gap between t h e bearing c u p
and t h e shim gauge, as shown. T h e a m o u n t 3- C o a t t h r e e NEW s e t s c r e w s w i t h
of m e a s u r e d g a p e q u a l s t h e n e c e s s a r y s h i m s L o c t i t e TL-242, a n d install t h e m in t h e
required. ONE WORD: A minimum of o n e f o r w a r d gear. Tighten t h e s e t s c r e w s in
shim MUST be used, b u t n o m o r e t h a n TWO. r o t a t i o n , t o a t o r q u e value of 30-35 in-lbs.,
beginning w i t h t h e o n e nearoest t h e spring.
2- Insert t h e s p a c e r , w i t h i t s key, i n t o Bake t h e a s s e m b l y in a 300 oven f o r 112
t h e s l o t in t h e cupped e n d of t h e f o r w a r d hour. If a n oven i s n o t available, apply
g e a r in such a way t h a t i t e n c i r c l e s t h e g e a r Locquic P r i m e r "T" t o t h e s c r e w s b e f o r e
in t h e opposite d i r e c t i o n t o t h e n o r m a l t i g h t e n i n g t h e m , a n d t h e n allow t h e m t o
winding of t h e spring coils. P l a c e t h e spring c u r e f o r 4 hours.
in t h e g e a r w i t h t h e spring key beside t h e 4- NOTICE t h a t o n e e n d of t h e s l e e v e
s p a c e r key. Now, s h i f t b o t h keys t o t h e s i d e h a s a l a r g e r opening t h a n t h e o t h e r . Posi-
of t h e s l o t a g a i n s t which t h e y will pull. tion t h e s l e e v e over t h e spring w i t h t h e
largest end nearest t h e gear.
 LOWER UNIT TO 1977 10-29
© pdfmanualpublisher.com 2005

5- T h e t o l e r a n c e b e t w e e n t h e c l u t c h hub
a n d t h e bushing i s v e r y close. CAREFULLY
slide t h e gear- and- spring a s s e m b l y o n t o t h e
hub. Install t h e T r u a r c s n a p ring w i t h t h e
c h a m f e r e d (beveled) s i d e of t h e r e t a i n i n g
ring f a c i n g t o w a r d t h e gear. This
a r r a n g e m e n t places t h e s q u a r e s i d e of t h e
T r u a r c ring in t h e groove of t h e hub.
6- Assemble t h e r e v e r s e g e a r by f i r s t
installing t h e s p a c e r i n t o t h e cupped e n d of
t h e r e v e r s e bevel g e a r , w i t h i t s key in t h e
s l o t of t h e bevel g e a r . T h e s p a c e r MUST b e
positioned t o e n c i r c l e t h e cupped a r e a in t h e
opposite direction t o t h e n o r m a l winding of
t h e spring coil. Install t h e spring w i t h t h e
key indexed in t h e s l o t beside t h e s p a c e r
key. Slide both k e y s a g a i n s t t h e s i d e of t h e
s l o t t h e y will pull a g a i n s t when r e v e r s e g e a r
is s e l e c t e d . C o a t t h r e e Allen- head cup-
point s e t s c r e w s w i t h L o c t i t e , a n d t h e n in-
s t a l l t h e m t o s e c u r e t h e spring t o t h e b e v e l
gear. T i g h t e n t h e s e t s c r e w s in r o t a t i o n , t o a
t o r q u e value of 30-35 in-lbs., beginning w i t h
t h e o n e n e a r e s t t h e spring. Bake t h e
assembly in a 300' oven f o r 112 hour. If a n
oven i s n o t available, apply Locquic P r i m e r
"T" t o t h e s c r e w s b e f o r e t i g h t e n i n g t h e m ,
a n d t h e n allow t h e m t o c u r e f o r 4 hours.
10-30 STERN DRIVE
© pdfmanualpublisher.com 2005

7- Slide t h e sleeve over t h e spring with

t h e flanged end pointing away from t h e
bevel gear. TAKE NOTE of t h e ring at
t h e t o p of t h e reverse hub used t o retain t h e
f o r t y needle bearings. This ring i s t h e only
visible difference between t h e forward a n d
reverse hubs. C o a t t h e needle bearings with
g r e a s e o r vaseline t o hold them in place.
ALWAYS count and t a k e c a r e t o be sure t h e
t o t a l number of needle bearings a r e r e p l a c
e d during installation. NEVER use a grease
t o hold t h e needles in place which will n o t
dissolve quickly, or t h e p a r t s will be ruined
due t o lack of initial lubrication. A f t e r t h e
fourty needle bearings a r e all in place,
CAREFULLY slide t h e gear-and-spring
assembly down over t h e hub.
8- A Truarc snap ring s e c u r e s t h e bevel
gear t o t h e hub. Use a pair of T r u a r c No. 6
snap-ring pliers t o install this snap ring
with t h e chamfered edge against t h e bevel
gear.
9- Tilt t h e gearcase slightly t o prevent
t h e shims from shifting a f t e r they a r e in-
stalled. Place t h e shims in t h e bearing cup
s e a t a t t h e f r o n t of t h e lower gearcase.
CHECK t o be sure t h e shims a r e not b e n t or
have shifted o u t of position. A t t a c h Drive
Handle, Tool No. 31 1880 t o Bearing C u p
Installer, Tool No. 311872, and then s t a r t t o
 LOWER UNIT TO 1977 10-31
© pdfmanualpublisher.com 2005

seat t h e c u p at t h e f r o n t of t h e g e a r c a s e .
Use EXTRA CARE n o t t o m o v e t h e b e a r i n g
cup. A f t e r t h e c u p i s properly s e a t e d ,
install t h e f o r w a r d b e a r i n g i n t o t h e b e a r i n g
cup.
10- BEFORE COIL INSTALLATION:
Mark t h e f r o n t of t h e c o i l opposite t h e w i r e
ONLY WITH A LEAD PENCIL t o e n a b l e
you t o see t h e m a r k as t h e coil i s i n s t a l l e d
i n t o t h e r e a r of t h e housing. Mark a l i n e t o
i n d i c a t e t h e hole location in t h e g e a r hous-
ing. When t h e c o i l i s properly installed,
t h e s e m a r k s MUST b e aligned. Now, i n s t a l l
t h e f o r w a r d coil i n t o t h e housing and at t h e
s a m e t i m e f e e d t h e s h i f t w i r e through t h e
hole in t h e r e a r of t h e housing. As you push
t h e coil inward, pull o n t h e w i r e f r o m
inside t h e t o p of t h e l o w e r unit. N e x t , align
t h e m a r k you m a d e on t h e c o i l w i t h t h e
m a r k on t h e housing. Insert t h e coil instal-
l e r tool i n t o t h e lower housing a n d i n t o t h e
coil. P r e s s t h e f o r w a r d coil inward and at
t h e s a m e t i m e pull on t h e s h i f t w i r e until
t h e coil i s fully s e a t e d in t h e housing. Re-
m o v e t h e installer tool. A f t e r t h e coil is
installed, use a n o h m m e t e r t o c h e c k t o b e
s u r e t h e w i r e behind t h e c o i l i s n o t shorted.
T h e c o i l r e s i s t a n c e should b e 4.5 - 6.5 ohms.
An i n f i n i t e reading i n d i c a t e s a n open cir- such as a b a r e w i r e making c o n t a c t w i t h t h e
c u i t , such as a broken wire. A reading of case. R e p l a c e t h e coil if t h e r e s i s t a n c e i s
l e s s than 4.5 o h m s i n d i c a t e s a s h o r t c i r c u i t , t o o high b e c a u s e t h e c l u t c h will slip.
11- P l a c e t h e f o r w a r d g e a r assembly in
t h e g e a r c a s e , as f a r f o r w a r d as possible a n d
w i t h t h e g e a r t o w a r d s t h e propeller.
12- Install t h e bearing, a n d c u p o n t o t h e
driveshaft. Support t h e s i d e of t h e c u p on
t w o blocks of wood t o allow t h e s h a f t t o
e x t e n d below t h e cup. Slide t h e t h r u s t
b e a r i n g a n d t h r u s t w a s h e r o v e r t h e drive-
s h a f t until t h e y r e s t s e c u r e l y against t h e
b o t t o m of t h e t h r u s t plate.
13- Position t h e s h a f t in t h e v e r t i c a l
position. Load t h e bearing a n d break t h e
oil film by pushing down on t h e bearing a n d
r o t a t i n g i t . T h e oil film MUST b e broken
b e f o r e a n a c c u r a t e shim m e a s u r e m e n t c a n
b e made. A l i g h t unbroken film of oil c a n
 © pdfmanualpublisher.com 2005

SH l M GAUGE

c a u s e a e r r o r of s e v e r a l thousands. Use
Shim G a u g e No. 314720 a n d a f e e l e r g a u g e
t o m e a s u r e t h e g a p b e t w e e n t h e g a u g e and
t h e t h r u s t washer. This m e a s u r e m e n t e q u a l s
t h e a m o u n t of shims required. T h e P a r t s
C a t a l o g u e l i s t s t h e various s i z e s of s h i m s
availabe.
14- C o a t t h e r a c e a t t h e b o t t o m of t h e w i t h o n e hand and w i t h t h e o t h e r , install t h e
pinion d r i v e s h a f t bore w i t h n e e d l e b e a r i n g not t o damage the
g r e a s e No. 378642. Install t h e 18 n e e d l e s h i m s as t h e d r i v e s h a f t is lowered a n d
bearings and t h e g r e a s e will hold t h e m in e n g a g e d w i t h t h e pinion g e a r .
place.
15- Position t h e required n u m b e r of
shims, as d e t e r m i n e d f r o m t h e m e a s u r e m e n t
in s t e p 12, o n t o t h e driveshaft. Hold t h e
pinion g e a r in p l a c e inside t h e lower u n i t
 © pdfmanualpublisher.com 2005
16- Install a NEW l o c k n u t o n t o t h e e n d
of t h e d r i v e s h a f t finger- tight. NEVER use
a n old l o c k n u t b e c a u s e i t s locking ability i s
lost o n c e i t is removed. T i g h t e n t h e l o c k n u t
t o a t o r q u e value of 70-80 ft- lbs using
D r i v e s h a f t Holding S o c k e t Tool No. 3 1 1875
a n d a 1-1/16" open- end wrench, a s shown.
17- Slide t h e c u p o n t o t h e d r i v e s h a f t and
o v e r t h e t h e t o p of t h e lower g e a r c a s e
bearing. Position t h e bearing p l a t e o v e r t h e
d r i v e s h a f t b e a r i n g cup. A FEW WORDS:
Oil i s pumped through t h e bearing d i r e c t l y
b e n e a t h t h e p l a t e a n d r e t u r n e d t o t h e bot-
t o m of t h e lower g e a r c a s e . T h e channel c u t
i n t o t h e b o t t o m of t h e t o p b e a r i n g r e t a i n i n g
p l a t e MUST t h e r e f o r e b e positioned on t h e
p o r t s i d e of t h e g e a r c a s e t o allow t h i s oil t o
properly c i r c u l a t e . T h e f o u r b e a r i n g p l a t e
retaining s c r e w s h a v e lockwashers w i t h ex-
t e r n a l t e e t h . Now, c h e c k t o b e s u r e t h e
r e t a i n i n g p l a t e i s properly positioned, a n d
t h e n use a 7/16" s o c k e t t o t i g h t e n t h e
s c r e w s t o a t o r q u e value of 5-7 ft- lbs.
R o t a t e t h e d r i v e s h a f t and c h e c k t h e e n d
play f o r 0.003". If t h e r e i s n o t enough e n d
play, c h e c k t h e shimming p r o c e d u r e outlined
in S t e p 13.
18- Slide t h e propeller s h a f t g e a r assemb-
ly s p a c e r o n t o t h e s h a f t until i t i s just p a s t
t h e t w o oil holes in t h e s i d e of t h e shaft.
Insert t h e s h a f t through t h e f o r w a r d g e a r
a n d coil i n t o t h e bearing, w i t h t h e propeller
s h a f t spline e n g a g e d in t h e spline of t h e
f o r w a r d c l u t c h hub. O n e a r l y model units,
c h e c k t o b e s u r e t h e c a m i s positioned o v e r
t h e oil pump.
19- P l a c e t h e r e v e r s e g e a r assembly o v e r
t h e propeller s h a f t w i t h t h e g e a r t e e t h e n-
g a g e d w i t h t h e t e e t h of t h e pinion gear.
20- CAREFULLY slide t h e r e v e r s e c o i l
o v e r t h e propeller s h a f t and i n t o t h e gear-
case p a s t t h e ring g r o o v e w i t h t h e l e a d a t
t h e top. This l e a d MUST N O
kinked a s i t l e a v e s t h e coil.
21- F e e d t h e l e a d through t h e hole, t h e n
r e a c h i n t o t h e c a v i t y at t h e t o p r e a r of t h e
g e a r c a s e , a n d pull t h e l e a d through.
22- Using a pair of T r u a r c pliers, r e p l a c e
t h e s n a p ring i n t o t h e r e c e s s and a g a i n s t t h e
r e v e r s e coil. TAKE CAR not t o damage
t h e r e v e r s e coil wire. T h e s n a p ring opening
MUST b e a t t h e t o p of t h e housing t o allow
clearnace for t h e shift wire t o route into
t h e hole.
23- C h e c k t o b e s u r e t h e coil a n d l e a d s
w e r e n o t d a m a g e d during installation by
making a r e s i s t a n c e test ohmmeter
selector switch t o t h e L position,
and t h e n z e r o t h e m e t e r . Make c o n t a c t
with t h e black m e t e r l e a d t o a c l e a n m e t a l
s u r f a c e of t h e g e a r c a s e and w i t h t h e r e d
o h m m e t e r l e a d t o t h e c o n n e c t o r of t h e
g r e e n f o r w a r d coil lead. T h e m e t e r reading
m u s t i n d i c a t e 4.5-6.5 ohms. C o n d u c t t h e
Oil pump installed in early model lower units to
circulate oil t o lubricate the upper driveshaft bearing.
10-34 STERN
© pdfmanualpublisher.com 2005
 © pdfmanualpublisher.com 2005

s a m e test on t h e r e v e r s e coil. If e i t h e r c o i l
i s d a m a g e d , t h e unit m u s t be r e p a i r e d o r
replaced. Install t h e s n a p ring w i t h t h e
c h a m f e r e d side f a c i n g in and t h e o p e n p a r t
of t h e ring t o t h e t o p t o allow t h e r e v e r s e
c o i l w i r e room t o pass i n t o t h e upper hole.
24- Install t h e thinner t h r u s t w a s h e r o v e r
t h e propeller s h a f t , a n d t h e n t h e t h r u s t
bearing, a n d t h e remaining t h r u s t washer.
This a r r a n g e m e n t is n e c e s s a r y t o position
t h e r e v e r s e g e a r properly a n d t o c o n t r o l
propeller s h a f t e n d play.
25- Position Shim G a u g e No. 415719 w i t h
t h e t w o a r m s r e s t i n g on t h e g e a r c a s e a n d
t h e body of t h e g a u g e a g a i n s t t h e s t o p o n
t h e propeller s h a f t , as shown. P r e s s down
on t h e w a s h e r s and bearings, a n d at t h e
same time measure the gap between t h e
shim g a u g e a n d t h e r e a r t h r u s t washer w i t h
a f e e l e r gauge. This m e a s u r e m e n t e q u a l s
t h e a m o u n t of shimming required f o r proper
propeller s h a f t e n d play. Shims a r e avail-
a b l e 0.002-0.010". C o a t t h e shims w i t h a
s m a l l a m o u n t of g r e a s e , a n d t h e n i n s t a l l
t h e m i n t o t h e g e a r c a s e head. T h e g r e a s e
will hold t h e m in place.
26- Alignment of t h e holes in t h e g e a r
h e a d w i t h t h e holes in t h e c o i l i s v e r y
difficult b e c a u s e o n c e t h e head i s in p l a c e
3c
t h e O-ring p r e v e n t s t h e h e a d f r o m turning. h
T h e r e f o r e , b e f o r e installing t h e g e a r c a s e .(
head, i n s e r t a guide pin i n t o opposite c o r n e r
holes of t h e r e v e r s e coil. NOW, i n s t a l l t h e
g e a r c a s e h e a d w i t h t h e holes in t h e h e a d
sliding o v e r t h e pins in t h e r e v e r s e coil
holes. Install t h e t w o r e t a i n i n g s c r e w s in
10-36 STERN DRIVE © pdfmanualpublisher.com 2005
 © pdfmanualpublisher.com 2005 LOWER UNIT TO 1977 10-37

t h e holes w i t h o u t t h e pins; r e m o v e t h e pins; b e a r i n g housing t o t h e l o w e r unit. A t t h i s

i n s t a l l t h e o t h e r t w o screws; a n d t h e n tight-
e n t h e four retaining screws t o a torque
value of 5-7 ft- lbs. R o t a t e t h e propeller
s h a f t and c h e c k t o b e s u r e t h e r e is n o
e v i d e n c e of drag.
27- R e s t r a i n t h e f o r w a r d c o i l w i r e w i t h
t h e . c l a m p a n d s c r e w at t h e t o p of t h e
g e a r c a s e . Install a n d push t h e t w o spring-
and- magnet a s s e m b l i e s i n t o t h e c a v i t i e s at
t h e t o p of t h e l o w e r g e a r c a s e until t h e y a r e
firmly seated.
28- Install t h e l o w e r unit drain plug, a n d
t h e n fill t h e u n i t w i t h OMC P r e m i u m L u b e
(formerly Sea- Lube) oil until t h e oil c o m e s
o u t t h e upper l e v e l plug opening. Install t h e
upper oil l e v e l plug.
10- 18 SWlVEL HOUSING ASSEMBLING
MODELS 1964 THRU 1977
t i m e , d o n o t i n s t a l l t h e t w o b o l t s which a l s o
s e c u r e t h e w a t e r pickup t u b e at t h e r e a r of
t h e housing.
2- T h e w a t e r pickup t u b e and groinrnet
MUST b e installed properly t o p r e v e n t t h e
p u m p froin sucking air. C o a t t h e outside
a r e a of t h e w a t e r t u b e g r o m m e t with a good
g r a d e of s e a l i n g compound, and t h e n push i t
i n t o t h e r e a r of t h e swivel b e a r i n g assembly.
C o a t t h e e n d of t h e w a t e r pickup t u b e w i t h
s e a l i n g compound a n d push i t into t h e grom-
m e t just f a r enough t o align t h e w e a r m a r k
of t h e nylon bushing with t h e r e t a i n i n g
c l a m p position. TAKE CARE n o t t o i n s e r t
the tube further than necessary o r the tube
will be t o o s h o r t t o r o a c h t h e rudder p l a t e
a t t h e o t h e r end. P l a c e t h e nylon w a t e r
tribe bushing in t h e rnount a t t h e r e a r of tile
housing a n d s e c u r e i t in p l a c e w i t h t h e
c l a m p a n d screws.

A few good words before

assembling:
The swivel housing is an important part of
the water pump installation. Take time to check
all seals and replace any questionable ones or
install a new swivel housing. The two bottom
seals are installed back-to-back with the hard
side of the seals facing each other and the
sealing surfaces facing opposite directions to seal
the water passageway to the water pump. The
two center seals are also installed back-to-back
and the top seal is installed with the hard side
facing down.
T h e swivel housing i s a n i m p o r t a n t p a r t
of t h e w a t e r p u m p installation. R e p l a c e -
m e n t of t h e swivel housing s e a l s i s n o t t h e
easiest of tasks, e s p e c i a l l y if t h e p r o p e r
t o o l s a r e n o t available. However, a com-
p l e t e n e w swivel housing c a n b e p u r c h a s e d
w i t h new s e a l s installed at m o d e r a t e c o s t
f r o m your local OMC d e a l e r .

1- If t h e s h i f t c a b l e t u b e w a s r e m o v e d
f r o m t h e swivel housing, c o a t t h e t h r e a d s
w i t h a sealing compound. S e c u r e t h e t u b e
t o t h e swivel housing w i t h a n 11/16" wrench.
Position a NEW g a s k e t o n t o t h e l o w e r gear-
case. C o n n e c t l i k e c o l o r e d s h i f t w i r e s f r o m
t h e swivel housing t o t h e w i r e s t o t h e lower
unit: Blue t o blue f o r r e v e r s e a n d g r e e n t o
g r e e n f o r forward. Slide a s e a l p r o t e c t o r
o v e r t h e driveshaft. Now, p l a c e t h e swivel
housing o v e r t h e d r i v e s h a f t o n t o t h e l o w e r
unit. Install t h e b o l t s t o s e c u r e t h e swivel
10-38 STERN © pdfmanualpublisher.com 2005

10-19 EXHAUST MOUSING AS NG

MODELS 1966 THRU

1- Oil t h e s h i f t c a b l e , t h e n m o v e t h e
e x h a u s t housing i n t o p l a c e while pulling t h e
c a b l e through t h e hole in t h e housing.
2- T h e e x h a u s t housing i s s e c u r e d w i t h
s i x bolts w i t h 1/211 h e a d s and o n e bolt w i t h a
9/16" head. S t a r t t h e 9/16" bolt f r o m t h e
b o t t o m i n t o t h e r e a r of t h e e x h a u s t housing
f i r s t , a n d work i t in until a b o u t 1 / 2 ' b f
t h r e a d h a s gripped. D o n o t t i g h t e n i t at
this time.
3- Install t h e o t h e r six bolts, a n d t h e n
t i g h t e n t h e m a l l a l t e r n a t e l y , including t h e
9/ 16" h e a d bolt.
4- SOME GOOD : O n 1964 t h r u
1972 models, t h e w a t e r t u b e p a s s e s t h r o u g h
t h e rudder p l a t e a n d t h e n t h e t u b e i s insert-
e d i n t o t h e rubber bushing in t h e rudder.
Since 1972, t h e w a t e r bushing and s c r e e n is
inserted onto t h e w a t e r tube, and then t h e
rudder p l a t e and rudder is installed. Early
m o d e l s m a y be u p d a t e d by installing a k i t
available f r o m t h e l o c a l m a r i n e dealer. This
k i t includes a n e w w a t e r t u b e , bushing,
 © pdfmanualpublisher.com 2005
s c r e e n , rudder p l a t e , and rudder. T h e new
a r r a n g e m e n t will provide a m u c h m o r e e f -
f i c i e n t w a t e r pickup. Now, back t o t h e
installation: Insert t h e w a t e r i n t a k e s c r e e n
i n t o t h e bushing. C o a t t h e inside and out-
s i d e s u r f a c e s of t h e g r o m m e t w i t h S e a l e r t
1000, o r equivalent. I n s e r t t h e g r o m m e t
i n t o t h e bushing w i t h t h e lip at t h e bottom.
Slide t h e assembly o n t o t h e lower e n d of t h e
w a t e r tube.
EXHAUST HOUSI 0
5- Slide t h e g e a r c a s e rudder p l a t e over
t h e e n d of t h e w a t e r t u b e sleeve. S e c u r e i t
in p l a c e w i t h t h e r e t a i n i n g screw.
6- Hold t h e rudder under t h e t r i m t a b
p l a t e , and t h r e a d t h e t r i m t a b pivot s c r e w
i n t o t h e hole d i r e c t l y behind t h e e x h a u s t
housing. NEVER f o r c e t h e s c r e w through
t h e g e a r c a s e i n t o t h e t r i m t a b plate.
7- O n t h e e a r l y models, p l a c e t h e gear-
case rudder p l a t e o n t o t h e housing, a n d t h e n
install t h e f r o n t bevel s c r e w i n t o t h e hous-
ing t o s e c u r e t h e r u d d e r late.
10- TERN DRIVE © pdfmanualpublisher.com 2005

TRIM TAB
(9
8- T h e older t y p e e x h a u s t rudder i s
under t h e e x h a u s t o u t l e t a n d i t i s a l s o used
as a w a t e r pickup. Install t h i s t y p e of
rudder w i t h t h e w a t e r t u b e i n s e r t e d i n t o t h e
f r o n t p a r t of t h e rudder.
9- Install t h e t r i m t a b and use a 9/16"
s o c k e t t o t i g h t e n t h e pivot s c r e w until i t i s
just snug. S t a r t t h e t r i m t a b a d j u s t m e n t
s c r e w a n d washer.
 © pdfmanualpublisher.com 2005

10- Adjust t h e t r i m t a b by positioning i t

w i t h t h e m a r k s m a d e during disassembly
aligned. Now, t i g h t e n t h e a d j u s t m e n t
screw. Tighten t h e pivot s c r e w t o a t o r q u e
value of 18-20 f t-lbs.

10-20 UPPER GEAR HOUSING

INSTALLATION
MODELS 1964 THRU 1977

1- C o a t t h e nylon swivel housing washer

w i t h g r e a s e t o hold i t in p l a c e , a n d t h e n
install i t on t h e upper g e a r housing w i t h t h e
c o n c a v e s i d e t o w a r d s t h e w a t e r p u m p hous-
ing. Lower t h e upper housing slowly i n t o
t h e lower u n i t a n d r o t a t e i t slightly t o index
t h e splines of t h e l o w e r unit d r i v e h a f t w i t h
t h e splines of t h e upper housing shaft. F e e d
t h e s h i f t w i r e through t h e hole in t h e upper
g e a r housing a n d s e c u r e i t in p l a c e w i t h t h e
c l i p over t h e c a b l e in t h e l a s t groove. T h e
c a b l e will now b e p r e v e n t e d f r o m being
pulled t o o f a r when i t i s installed i n t o t h e
i n t e r m e d i a t e housing.
2- Install t h e nylon c l i p a n d spring on
t h e s h i f t c a b l e on t h e r e a r of t h e upper
10-42 STERN DRIVE © pdfmanualpublisher.com 2005

3- Install t h e grounding spring and wash-

e r s on t o p of t h e boss of t h e w o r m g e a r
shaft.
4 With t h e upper g e a r c a s e fully s e a t e d
in position in t h e lower g e a r c a s e , m e a s u r e
t h e g a p between t h e exhaust housing cover
and t h e g e a r housing c o v e r with a f e e l e r
gauge. Now, raise t h e upper g e a r c a s e a s
much a s possible and again m e a s u r e t h e gap.
T h e difference between t h e t w o rneasure-
m e n t s MUST NOT e x c e e d 0.005-0.01 5".
S e l e c t t h e number of shims required t o m e e t
this requirement, and then install t h e m o v e r
t h e boss in t h e c e n t e r of t h e upper gearcase.
5- Install and s e c u r e t h e exhaust c a p
with t h e retaining screws. Secure t h e
bumper assembly in place a t t h e f r o n t of t h e
exhaust housing cover with t h e t w o a t t a c h -
ing screws. Tighten t h e screws t o a torque
value of 5-7 ft-lbs.
6- Secure t h e t i l t quadrant t o t h e upper
g e a r housing with t h e t h r e e 9/16" bolts.
7- R e m o v e t h e fill plug in t h e t o p of t h e
exhaust cover plate, just behind t h e rubber
bumper and fill t h e upper gear housing with
OMC Premium Lube (formerly Sea-Lube)
oil. TAKE MOTE t h e r e a r e t w o plugs on t h e
starboard side of t h e s t e r n drive. The
bottom plug is installed t o drain t h e unit and
t h e upper o n e i s t h e oil-level plug. To fill
 UPPER GEAR HOUSING TO 1977
© pdfmanualpublisher.com 2005
10-43

t h e upper housing, pour t h e oil in at t h e t o p If t h e lower unit w a s not filled w i t h oil

until i t a p p e a r s a t t h e oil- level p o r t , t h e n
install a n d t i g h t e n both plugs. O n s o m e l a t e
m o d e l u n i t s prior t o 1978, o n e plug i s locat-
e d on t o p w i t h a dip s t i c k f o r c h e c k i n g oil
l e v e l a n d a lower drain plug in t h e s a m e
location on t h e s t a r b a o r d s i d e as on t h e
e a r l i e r models.
prior t o installing t h e swivel housing, d o s o
a t this t i m e . R e m o v e t h e oil plug on t h e
s t a r b o a r d s i d e a t t h e b o t t o m of t h e lower
unit, just under t h e c a v i t a t i o n plate. F o r c e
OMC P r e m i u m Lube oil i n t o this opening
until i t a p p e a r s at t h e l e v e l port. Install a n d
t i g h t e n t h e oil-level plug a n d t h e fill plug.

OIL LEVEL
PLUG 7y: TYPES OF
LUBRICANT
NOTE: DO N O T USE SAE
90 I N EITHER UPPER OR
LOWER GEARCASE

GREASE GUN
OMC
ANTI-CORROSION
LUBE

SINCE
1978 STEER1
UT
OMC
HI-VIS
GEARCASE
LUBE

1964-77
OMC
TYPE "C" INTERMEDIATE HOUSING
ii OIL DRAIN

Points of lubrication and the type of lubricant to be used.

10-44 STERN © pdfmanualpublisher.com 2005

10-21 STERN DRIVE I

MODELS 1964 THRU

1- R o t a t e t h e b o a t s t e e r i n g wheel t o t h e
c e n t e r position. Turn t h e s m a l l g e a r on t h e
f r o n t s i d e of t h e upper housing until t h e
upper housing i s c e n t e r e d w i t h t h e lower
housing. Move t h e s t e r n d r i v e i n t o position
behind t h e i n t e r m e d i a t e housing a n d r e s t t h e
t i l t q u a d r a n t on t h e t i l t gear.
-ring s e a l s w i t h g r e a s e ,
a n d then i n s e r t t h e m i n t o t h e groove of t h e
pivot a r m s on both sides. Slide t h e l i n e r s
o n t o both pivot a r m s w i t h t h e split in t h e
liner f a c i n g f o r w a r d t o w a r d s t h e boat. This
position will b e opposite (180') f r o m t h e
pivot c a p g r e a s e fitting. Feed the shift
c a b l e i n t o t h e i n t e r m e d i a t e housing as f a r as
possible. T h e c a b l e will b e pulled in m o r e
l a t e r on in t h e work. Align t h e m a r k s on t h e
ball g e a r s m a d e during removal; use t h e t i l t
q u a d r a n t as a lever; t i l t t h e s t e r n d r i v e
upward; t h e n install t h e pivot caps.
REMEMBER, t h e pivot c a p s w e r e identified
f o r right a n d l e f t during disassembly. T h e
c a p s should NEVER b e i n t e r c h a n g e d f r o m
one side t o t h e other.
3- Before replacing t h e pivot side c a p s ,
A GOOD WORD; T h e k o r d is s t a m p e d
on t h e side p l a t e g a s k e t a n d also on t h e s i d e
p l a t e . Install t h e p l a t e , g a s k e t , a n d c a p , in
t h a t o r d e r , w i t h t h e holes in t h e p l a t e and
g a s k e t aligned w i t h t h e holes in t h e inter-
m e d i a t e housing.
 © pdfmanualpublisher.com 2005

4- C h e c k t o b e s u r e t h e ground w i r e on
t h e upper g e a r c a s e housing t o t h e upper c a p
assembly i s properly installed. Install t h e
four bolts t o t h e housing. R e a c h up under
t h e s t e r n drive a n d apply a s m a l l a m o u n t of
g r e a s e t o t h e s h i f t c a b l e as a n aid t o pulling
t h e w i r e i n t o place.
5- F r o m a position inside t h e b o a t and
just a b o v e t h e t i l t m o t o r , pull t h e w i r e s in
until t h e knobs a r e fully s e a t e d in t h e holes
of t h e i n t e r m e d i a t e housing. C o n n e c t t h e
s h i f t cables: Blue t o blue f o r r e v e r s e and
g r e e n t o g r e e n f o r forward. C h e c k move-
m e n t of t h e s t e r n drive by o p e r a t i n g t h e t i l t
switch. T h e unit should m o v e w i t h ease
w i t h o u t a n y e v i d e n c e of binding.
6- A FEW GOOD WORDS: The
propeller w a s h e r a n d d r i v e pin play a n ex-
t r e m e l y i m p o r t a n t role. When shifting g e a r s
during n o r m a l o p e r a t i o n , o r if t h e propeller
should h i t a n u n d e r w a t e r o b s t a c l e , t h e pro-
peller is s u b j e c t e d t o considerable shock. A
washer i s installed b e t w e e n t h e propeller
a n d d r i v e pin. This w a s h e r MUST a l w a y s b e
in place f o r proper operation. If t h e hub
should slip, t h e propeller will m o v e b a c k
t o w a r d s t h e propeller n u t and lock a g a i n s t
t h e d r i v e pin. T h e w a s h e r i s designed t o s t o p propeller m o v e m e n t s o t h e drive pin
c a n b e easily r e m o v e d f o r service. Now, on
w i t h t h e installation: C o a t t h e propeller
10-46 STERN E'HIVE © pdfmanualpublisher.com 2005

s h a f t w i t h a n anti- corrosion grease. Install

t h e propeller w i t h t h e d r i v e pin holes align-
ed. Install t h e w a s h e r a n d d r i v e pin. Slide
t h e propeller c a p i n t o p l a c e a n d s e c u r e i t
w i t h t h e c o t t e r key.
7- Make a f u n c t i o n a l test of t h e s t e e r i n g
s y s t e m f o r proper operation. When t h e
s t e e r i n g s y s t e m is c o r r e c t l y balanced f o r
high-speed operation, t h e s t e e r i n g e f f o r t
will normally be slightly higher at a l i t t l e
l e s s t h a n planning s p e e d o r w h e n c o m i n g
b a c k on c o u r s e f r o m a p o r t turn. If t h i s
condition is objectionalble, loosen t h e rud-
d e r a d j u s t m e n t s c r e w and m o v e t h e rudder
just a b i t t o port. If t h e s t e e r i n g i s pulling
t o one side or t h e o t h e r , a d j u s t t h e rudder t o
t h e s a m e side t o which t h e b o a t i s pulling.
CAUTION: Water must circulate through
the lower unit to the engine m y time the en-
gine & run to prevent damage to the water
pump in the lower unit. Just five seconds
ut water will damage the water pump.

OMC flushing attachment kit installed to ensure

adequate water circulation through the stern drive and
engine during engine run-up while the boat is out of the
water.

TRIM TAB

Satisfactory boat performance is not possible if a

damaged propeller ( l e f t ) is installed following service
work on the engine, stern drive, or other systems.
 © pdfmanualpublisher.com 2005 STERN DRIVE SINCE 1978 10-47

10-22 STERN DRIVE UNITS t h e l a r g e r h p e n g i n e s a n d i s c l a s s e d as a 800

MODELS SINCE 1978 s t e r n drive. T h e i n s t r u c t i o n s in t h e follow-
ing s e c t i o n s c o v e r both s e r i e s of s t e r n d r i v e s
b u t a r e basically f o r t h e 800 s t e r n d r i v e
S t e r n drive u n i t s s i n c e 1978 u t i l i z e a units. D i f f e r e n c e s f o r t h e 40
m e c h a n i c a l power a s s i s t e d s h i f t mechanism. will b e c l e a r l y indicated.
Engine e x h a u s t is funnelled o u t t h r o u g h t h e T h e s e r v i c e p r o c e d u r e s a r e divided i n t o
propeller. This a r r a n g e m e n t i s popularly f i v e MAJOR groups:
r e f e r r e d t o as a "prop exhaust" system. A s 1- Troubleshooting; S e c t i o n 10-24.
w i t h o t h e r t y p e s of s h i f t mechanisms, t h e 2- S t e r n d r i v e r e m o v a l f r o m t h e
s e q u e n c e begins at t h e s h i f t box. A s t h e i n t e r m e d i a t e housing; S e c t i o n 18-26.
s h i f t c o n t r o l l e v e r i s moved t o t h e d e s i r e d 3- Servicing t h e upper g e a r housing;
position, FORWARD, NEUTRAL, o r RE- S e c t i a n 10-27.
VERSE, m o v e m e n t i s t r a m s m i t t e d through a 4- Servicing t h e l o w e r unit; S e c t i o n 10-
c a b l e t o a s h i f t c o n v e r t e r m o u n t e d on t h e 38.
r e a r of t h e engine. T h e c o n v e r t e r t r a n s m i t s 5- R e p l a c i n g t h e s t e r n drive; S e c t i o n
t h e m o v e m e n t , through a m e c h a n i c a l a r m t o 10-58.
a second c a b l e combination t o a power as- E a c h of t h e s e r v i c e groups a r e f u r t h e r
s i s t e d s h i f t mechanism in t h e lower unit, divided i n t o s u b o r d i n a t e p r o c e d u r e s f o r
T h e power s h i f t a s s i s t c o n t a i n s a servo- r e m o v a l , disassembling, c l e a n i n g and in-
cylinder valve which i s c o n t r o l l e d f r o m t h e s p e c t i n g , assembling, and installation.
r e m o t e c o n t r o l g e a r box t h r u t h e c o n v e r t e r
a n d c a b l e s , just described. A hydraulic 10-24 TROUBLESHOO
pump installed in t h e l o w e r unit c i r c u l a t e s
oil through t h e lower u n i t a n d supplies oil In o r d e r t o p r e v e n t u n n e c c e s s a r y s e r v i c e
under pressure t o t h e s e r v o valve. This work, s p e c i f i c troubleshooting should b e
p u m p i s m o u n t e d in t h e f o r w a r d e n d of t h e performed. T h e following s t e p s p r e s e n t a
g e a r c a s e a n d i s driven by t h e f o r w a r d g e a r . logical s e q u e n m c e of tests a n d c h e c k s t o
In t h e s h i f t i n g sequence, t h e s h i f t c o n t r o l pinpoint problems in t h e s t e r n drive.
c a b l e c o n t r o l s t h e s e r v o cylinder valve. T h e
valve d i r e c t s t h e hydraulic f o r c e t o a s s i s t
placing a c l u t c h d o g in t h e desired position.
Unlike t h e e l e c t r i c s h i f t of u n i t s prior t o
1978, this s h i f t a r r a n g e m e n t is d i f f i c u l t t o
o p e r a t e w i t h o u t t h e e n g i n e running b e c a u s e
t h e hydraulic pump in t h e lower u n i t d o e s
n o t o p e r a t e t o supply pressurized oil t o t h e
s e r v o valve f o r t h e power a s s i s t operation.
T h e prop e x h u a s t s y s t e m r e s u l t s in a
m u c h m o r e q u i e t unit b e c a u s e t h e e x h a u s t
g a s e s a r e discharged u n d e r w a t e r through t h e
propeller. This a r r a n g e m e n t is much m o r e
e f f i c i e n t d u e t o t h e e x h a u s t g a s e s filling t h e
low pressure a r e a d i r e c t l y behind t h e pro-
peller. This low pressure a r e a is c a u s e d by
t h e spinning m o v e m e n t of w a t e r c o m i n g off
t h e propeller. In a d d i t i o n t o t h e s e t w o
inprovements, tests h a v e proven t h e new
t h r u hub e x h a u s t r e d u c e s d r a g t o a signifi-
c a n t degree.

10-23 STERN DRIVE SERVICE

MODELS SINCE 1978

T h e s t e r n d r i v e installed on b o a t s with
120 h p a n d 140 h p e n g i n e s is identified as a
400 s t e r n drive. A h e a v i e r u n i t i s used with
10-48 STERN DRIVE © pdfmanualpublisher.com 2005

INTERMEDIATE HOUSING
OIL L E V E L PLUG

// B A L L GEARS

// /
TRANSOM SEAL OIL L E V E L GAUGE

BOAT TRANSOM

INTERMEDIATE
DRIVESHAFT \ 1 UPPER HORIZONTAL
,SHAFT AND G E A R

Sectional view of the 400/800 Series stern drive.

 © pdfmanualpublisher.com 2005
TROUBLESHOOTING 10-49

1- Hard Shifting: D i s c o n n e c t t h e s h i f t
c a b l e a t t h e c o n v e r t e r m o u n t e d at t h e r e a r
of t h e engine. Move t h e s h i f t l e v e r at t h e
s h i f t c o n t r o l box f r o m o n e position t o anoth-
er. With t h e c a b l e d i s c o n n e c t e d at t h e
c o n v e r t e r , t h e s h i f t l e v e r should m o v e f r e e -
ly. If m o v e m e n t of t h e s h i f t l e v e r c o n t i n u e s
t o be s t i f f , t h e problem m a y b e in t h e s h i f t
box o r t h e c a b l e b e t w e e n t h e c o n t r o l box
a n d t h e c o n v e r t e r n e e d s t o b e replaced.
If m o v e m e n t of t h e s h i f t l e v e r is f r e e
w i t h t h e c a b l e disconnected at t h e c o n v e r t -
e r , t h e problem i s e i t h e r in t h e c o n v e r t e r or
in t h e lower unit. Move t h e s h i f t l e v e r a t
t h e c o n v e r t e r f r o m f o r w a r d t o r e v e r s e and
at t h e s a m e t i m e h a v e a helper r o t a t e t h e
propeller. If t h e shifting i s stiff while t h e
helper i s turning t h e propeller, t h e t r o u b l e i s
in t h e s h i f t c a b l e b e t w e e n t h e c o n v e r t e r and
t h e power a s s i s t s e r v o valve in t h e lower
unit. R e p a i r t o this portion of t h e s h i f t 3- Water In The Upper or Lower Unit:
mechanism r e q u i r e s r e m o v a l of t h e s t e r n In m o s t a r e a s , a double s e a l a r r a n g e m e n t i s
drive. used t o r e t a i n t h e oil in t h e unit and t o
2- Lower Unit Fails To Engage Fully: p r e v e n t w a t e r f r o m entering. T h e r e f o r e , if
If t h e lower unit f a i l s t o fully e n g a g e i n w a t e r h a s e n t e r e d t h e unit, t h e m o s t logical
f o r w a r d or r e v e r s e , o r if t h e unit f a i l s t o a c t i o n i s t o a s s u m e o n e o r m o r e of t h e s e a l s
hold in g e a r , t h e c o n v e r t e r m o s t likely re- h a s failed. T o test t h e seals, f i r s t t h e unit
quires a d j u s t m e n t . For proper a d j u s t m e n t m u s t b e r e m o v e d a n d t h e oil a n d w a t e r
of t h e c o n v e r t e r , see S e c t i o n 10-60. drained. Next, introduce compressed air
i n t o t h e d r a i n -plug- oil. NEVER e x c e e d 1 5
psi of a i r or s e r v i c e a b l e s e a l s will b e blown.
With t h e u n i t pressurized, s u b m e r g e i t in
w a t e r and o b s e r v e f o r a i r bubbles. When t h e
leaking a r e a i s discovered, r e f e r t o t h e
proper s e c t i o n f o r r e p a i r procedures.
10-50 STERN © pdfmanualpublisher.com 2005
10-25 SHIFT CONVER
CABLE REMOVAL
1- D i s c o n n e c t t h e c a b l e s f r o m t h e bat-
t e r y p o s t s as a p r e c a u t i o n a g a i n s t s h o r t i n g
t h e s h i f t c o r e w i r e s on e l e c t r i c a l p a r t s while
disassembling t h e cable. If t h e c o r e w i r e s
should be s h o r t e d , t h e y would be d a m a g e d t o
t h e point of requiring r e p l a c e m e n t . Contin-
ued use of a s h i f t c a b l e w i t h d a m a g e d c o r e
w i r e s m a y r e s u l t in b r e a k a g e of t h e wire. If
t h e c o r e w i r e should break, t h e o p e r a t o r
would lose c o n t r o l of t h e boat.
2- To d i s c o n n e c t t h e s h i f t c a b l e f r o m
t h e c o n v e r t e r box, m o u n t e d on t h e r e a r of
t h e engine, f i r s t loosen t h e a n c h o r bolt and
r e m o v e t h e c o t t e r pin a n d w a s h e r on t h e
shift arm. - N e x t , remove t h e shift a r m , and
then remove t h e four cover screws, Re-
m o v e t h e c o v e r , a n d r e a c h inside t h e c o n t r o l
box a n d r e m o v e t h e p l a s t i c c a b l e guide.
Now, t u r n t h e t w o h i t c h pins upward and
pull t h e m o u t of t h e i r r e t a i n i n g holes.
L i f t t h e t w o c a b l e s o u t of t h e i r r e t a i n i n g
holes in t h e c o n v e r t e r housing.
T h e s h i f t c a b l e f r o m t h e lower unit
t h e c o n v e r t e r box through a s q u a r e
opening on t h e p o r t side. T w o tensioner
a w l s a r e l o c a t e d on t h e b o t t o m side of t h e
s q u a r e tubing. R e l e a s e t h e tension on t h e
c a b l e by i n s e r t i n g a s c r e w d r i v e r b e t w e e n
t h e housing and t h e pawls. Insert t h e screw-
d r i v e r only f a r enough t o disengage t h e
tensioner. If t h e s c r e w d r i v e r is i n s e r t e d
 © pdfmanualpublisher.com 2005
END FITTING
IDLER PULLEY LONG CORE WIRE
I \ SEG MENT
END FITTING
SHORT CORE WIRE PULLEY o 1- R e m o v e t h e s h i f t c o n v e r t e r box f r o m
f u r t h e r t h a n necessary, t h e pawls m a y de-
f o r m o r d i s l o c a t e t h e torsion spring. If t h e
spring should b e c o m e d e f o r m e d o r disloca-
t e d , t h e s h i f t mechanism would n o t o p e r a t e
properly.
4- Push t h e s h i f t c a b l e t o w a r d s t h e
s t a r b o a r d side of t h e c o n v e r t e r box a n d a t
t h e s a m e t i m e , i n s e r t a c o t t e r pin in t h e
hole in t h e s q u a r e tubing, as shown. A f t e r
t h e pin i s inserted, t h e tension on t h e c a b l e s
in t h e c o n v e r t e r box will b e c o m p l e t e l y
relieved.
5- Additional s l a c k m a y b e gained by
r o t a t i n g t h e s e g m e n t pulley t o t h e l e f t .
R e m o v e t h e upper s h i f t c o r e w i r e f r o m t h e
idler pulley a n d t h e o u t e r groove of t h e
s e g m e n t pulley. R e m o v e t h e w i r e e n d f i t -
t i n g f r o m t h e s e g m e n t pulley pocket. Now,
r o t a t e t h e s e g m e n t pulley t o t h e r i g h t t o
o b t a i n still m o r e s l a c k in t h e lower c a b l e ,
SHIFT CON
and then remove t h e lower wire from t h e
s e g m e n t pulley a n d t h e e n d f i t t i n g f r o m t h e
pocket. CAREFULLY pull t h e s h i f t c a b l e
h a r n e s s o u t of t h e c o n v e r t e r housing.
STOP: If t h e c a b l e w a s r e m o v e d f r o m
t h e c o n v e r t e r box in o r d e r t o r e m o v e t h e
s t e r n drive, f u r t h e r diassembly i s N
quired. However, if t h e c a b l e w a s r e m o v e d
in p r e p a r a t i o n f o r additional work on t h e
c o n v e r t e r box, t h e n p r o c e e d w i t h t h e n e x t
section.
SHIFT CONVERTER NG
T h e s e p r o c e d u r e s pickup t h e work a f t e r
t h e shift cable has been removed from t h e
c o n v e r t e r box as outlined in t h e previous
section.
t h e mounting brackets. R e m o v e t h e 7/16"
n u t s e c u r i n g t h e idler pulley in place, a n d
t h e n r e m o v e t h e idler pulley.
n o t t o l o s e t h e nylon s p a c e r s installed on
e a c h s i d e of t h e pulley. Turn t h e c o n v e r t e r
box over and r e m o v e t h e c o t t e r pin, wash-
e r s , pin, spring, a n d pawls.
2- Push in on t h e c a b l e tensioner r a c k
with a screwdriver and at t h e s a m e time,
i n s e r t a nail o r c o t t e r pin in t h e r e c t a n g u l a r
tubing t o hold t h e r a c k in place. Drive o u t
t h e roll pin w i t h a punch.
T h e c a b l e tensioner r a c
T h e r e f o r e , use c a u t i o n when removing t h e
nail or c o t t e r pin i n s e r t e d e a r l i e r
step. B e f o r e removing t h e pin, A
a i m t h e open end of t h e tensioner r a c k a w a y
f r o m your body o r a n o t h e r person. Push in
10-52 STERN DRIVE
© pdfmanualpublisher.com 2005

on t h e c a b l e tensioner r a c k a g a i n w i t h a SEGtIENT PULLEY PIN L E V E R ARM

screwdriver and at t h e s a m e t i m e remove

t h e nail o r c o t t e r pin. SLOWLY r e l e a s e t h e
pressure on t h e s c r e w d r i v e r until t h e spring
is c o m p l e t e l y extended. R e m o v e t h e c a b l e
tensioner r a c k , liner, a n d spring.

CLEANING AND INSPECTING

Inspect a l l of t h e c o n v e r t e r box p a r t s f o r
e x c e s s i v e w e a r , burrs, nicks, o r cracks. Re-
place any doubtful parts.
,PIN SPACEP BEAHINGb

2- L u b r i c a t e t h e idler pulley bearing

w i t h O M C Multi- Purpose, o r e q u i v a l e n t ,
grease. Install t h e mounting s c r e w , t w o
washers, t w o s p a c e r s , and t h e nut. T i g h t e n
t h e n u t t o a t o r q u e value of 5-7 ft- lbs.
3- Install t h e s h i f t housing c a b l e guide.
L u b r i c a t e t h e l e v e r a r m and t h e t w o pin
a s e m b l y b e a r i n g s w i t h O M C Multi- Purpose,
o r e q u i v a l e n t , grease. Install t h e c o v e r ,
s e g m e n t pulley, and s p a c e r .
4- Install t h e s h i f t c o n v e r t e r assembly
o n t o t h e mounting b r a c k e t s at t h e r e a r of
t h e engine. T o r e p l a c e and a d j u s t t h e s h i f t
/
SPR l NG
COTTER P I
cables, see S e c t i o n 10-60.

10-26 STERN DRIVE REMOVAL

HIFT CONVERTER ASSEMBLING MODELS SINCE 1978

In order f o r t h e s h i f t mechanism t o func- Before t h e stern drive can b e removed,

tion e f f i c i e n t l y , c a r e f u l a t t e n t i o n MUST b e
t a k e n t o e n s u r e e a c h p a r t is installed prop-
e r l y and in sequence.
1- Install t h e r a c k , spring, and liner.
Drive t h e roll pin i n t o p l a c e w i t h a punch
and h a m m e r . Install t h e pin, washer,
spring, s h o r t pawl, long pawl, w a s h e r , a n d
t h e c o t t e r pin. T h e s h o r t pawl MUST b e
installed n e a r e s t t h e pin head.
t h e s h i f t c a b l e s m u s t b e removed; see Sec-
t i o n 10-25.
1- T i l t t h e s t e r n drive upward approx-
i m a t e l y 10 t o 1 5 degrees. TAKE CARE t o b e
s u r e t h e pivot liners r e m a i n on t h e pivot
a r m s t o p r o t e c t t h e machined s u r f a c e s a n d
t h a t t h e pivot c a p s a r e k e p t in o r d e r t o
p e r m i t i n s t a l l a t i o n on t h e s a m e s i d e f r o m
which t h e y a r e removed. E a c h c a p on t h e

WASHER SCREW
PULLEY I /

W A S HE R
SPACER
 © pdfmanualpublisher.com 2005
t o p of t h e i n t e r m e d i a t e housing h a s a R o r L
m a r k f o r indentification. If you a r e unable
t o clearly determine t h e mark, then m a k e
your own m a r k w i t h a c e n t e r p u n c h t o e n s u r e
t h e c a p s will be installed properly. THE
CAPS MUST NEVER BE INTERCHANGED.
2- R e m o v e t h e four c a p s c r e w s
s e c u r i n g t h e end c o v e r p l a t e s t o t h e inter-
m e d i a t e housing. R e m o v e t h e ground w i r e
b e t w e e n t h e c a p s c r e w s and t h e r e a r pivot
c a p screw. This w i r e i s used t o ground t h e
lower u n i t and if this w i r e is n o t installed
BE SURE t o d o s o during assembly.
3- R e m o v e t h e rubber pads covering
e a c h of t h e pivot caps. R a i s e t h e s t e r n
d r i v e up t o t h e full t i l t position, and t h e n
r e m o v e t h e 1/2" b o l t a n d k e e p e r s e c u r i n g
t h e s h i f t c a b l e t o t h e i n t e r m e d i a t e housing.
IVE SINCE 1978 10-53
4- SUPPORT t h e u n i t by holding t h e
e x h a u s t o u t l e t in a n upward position, a n d
r e m o v e t h e f o u r pivot c a p screws.
5- A f t e r t h e pivot c a p s h a v e been re-
moved, use t h e t i l t q u a d r a n t as a l e v e r a n d
ease t h e u n i t b a c k while c a r e f u l l y f e e d i n g
t h e s h i f t c a b l e f r o m t h e i n t e r m e d i a t e hous-
ing. T h e knobs on t h e c a b l e s t o p w a t e r f r o m
e n t e r i n g t h e boat. MARK t h e ball g e a r s t o
e n s u r e proper t o o t h e n g a g e m e n t during in-
stallation. Support t h e s t e r n d r i v e in s o m e
t y p e of f i x t u r e and r e m o v e t h e plugs identi-
DRAIN a n d OIL LEVEL o r VENT,
t h e n drain t h e oil f r o m t h e upper housing.
The oil level m e a s u r e m e n t i s accomplished
w i t h a dip s t i c k in t h e c e n t e r of t h e e x h a u s t
housing.
The stern drive MUST be in the full down position
before the rubber bumper can be removed.
10-54 STERN DRIVE © pdfmanualpublisher.com 2005

10-27 UPPER GEA 2- R e m o v e t h e e x h a u s t housing c o v e r

attachins screws.
3- P r y a n d work t h e c o v e r f r e e of t h e
1- I t i s not n e c e s s a r y t o r e m o v e t h e t i l t e x h a u s t housing.
q u a d r a n t , unless t h e u n i t is damaged. To d o t h e cover. R e m o v e t h e s ~ r i r v used t o
so, f i r s t r e m o v e t h e t h r e e bolts on t h e p o r t provide a good qround. R e m o v e t h e s p r i n e
s i d e of t h e unit. a n d clamp f r o m t h e s h i f t c a b l e and move
t h e c a b l e t o o n e side.
 © pdfmanualpublisher.com 2005 WATER PUMP SINCE 1978 10-55

4- Lift t h e upper gear housing straight

up; tilt i t back; f e e d t h e shift cable o u t of
t h e upper gear housing as t h e housing is
moved f r e e of t h e lower unit. Remove t h e
large nylon washer from t h e bottom of t h e
swivel housing. TAKE NO^ how one side
of t h e washer is concave t o f i t against t h e
swivel housing. If t h e upper gear housing
does not require service, s e t i t aside and
continue with Section 10-39 f o r servicing
t h e lower unit.

10-28 WATER PUMP REMOVAL

MODELS SINCE 1978
Replacement of t h e water pump in t h e
s t e r n drive involves many tasks, consider-
able time, and attention t o detail, t o ensure
proper performance a f t e r t h e work is com-
ple ted.
As an assist in understanding more about
t h e stern drive w a t e r pump, t h e following
paragraphs explain which units must be re-
moved IN SEQUENCE in order t o replace
t h e water pump.
The water pump is located inside the
stern drive. Therefore, t h e stern drive must
be removed. See Stern Drive Removal,
Section 10-26.
The water pump is located in t h e lower
section of t h e upper housing. Therefore, t h e
upper housing must be removed from t h e
lower housing as detailed in Upper Housing
Removal, Section 10-27.
Remove t h e water pump a s detailed in
t h e l a t t e r p a r t of this section.
TAKE NOTE It is possible t o install t h e
w a t e r pump without servicing t h e swivel
housing. However, if i t is not performed,
t h e new pump may not move enough w a t e r
t o the engine and replacement of t h e pump
will not give t h e desired results.
The exhaust housing is not considered a
p a r t of the w a t e r pump repair. However, a4 SWIVEL HOUSING
t h e housing must be removed in order to
remove the swivel housing.
Theref ore, remove t h e exhaust housing,
see Exhaust Housing Removal, Section 10-
35.
The swivel housing plays a critical role
in t h e cooling system. Any exhaust gases or
leakage at the swivel housing will c a u s e
failure of a new water pump.
Theref ore, remove t h e swivel housing;
see Section 10-36.
TAKE NOTE: The following steps
t a k e uw t h e work a f t e r t h e upp&
10-56 STERN DRIVE © pdfmanualpublisher.com 2005
Water froze in this stern drive water pump because
the boat was stored with the stern drive in the up
position and water was trapped inside the pump.
ALWAYS lower the stern drive when laying-up the boat
for winter storage.
housing h a s been removed, as described i n
S e c t i o n 10-27.
1- R e m o v e and discard t h e O-ring i n t h e
g r o o v e i n t h e lower e n d of t h e w a t e r p u m p
s h a f t . NEVER a t t e m p t t o use an old ring.
ALWAYS use a new o n e during installation.
2- R e m o v e t h e f o u r b o l t s s e c u r i n g t h e
swivel housing i n t h e upper ho~msin~. Re-
m o v e t h e swivel housing. If necessary, t a p
t h e swivel housing w i t h a light m a l l e t t o
b r e a k t h e seal on t h e w a t e r pump plate.
L i f t t h e driveshaft, impeller p l a t e , impeller,
and impeller housing off 2s a n assembly. I t
m a y b e n e c e s s a r y t o use a punch and t a p t h e
impeller housing o u t of t h e b e a r i n g housing.
R e m o v e and d i s c a r d t h e spline seds f r o m
t h e t o p of t h e driveshaf t , and t h e n l i f t t h e
impeller and impeller housing off t h e drive-
s h a f t . ALWAYS r e p l a c e t h e hcusing key a n d
plate t o prevent overheating.
CLEANING AND INSPECTING
Inspect t h e w a t e r p u m p p l a t e f o r w e a r
and corrosion. If a n y p a r t of t h e pump i s
d e f e c t i v e , REPLACE t h e p u m p as a n a s s e m -
bly. NEVER a t t e m p t t o r e p a i r t h e unit.
WATER PUMP ASSEMBLING
Assembly of t h e w a t e r pump i s c o v e r e d
i n S e c t i o n 10-34, i n s e q u e n c e with o t h e r
assembly and i n s t a l l a t i o n work on t h e upper
unit.
10-29 BALL GEAR DISASSEMBLING
MODELS SINCE 1978
1- R e m o v e t h e f o u r s c r e w s and lock-
washers f r o m t h e i n p u t ball g e a r i n t h e
upper g e a r -housing. P r y t h e assembly o u t
of t h e g e a r c a s e w i t h a l a r g e s c r e w d r i v e r
positioned at o n e s i d e of t h e opening i n t h e
t o p of t h e g e a r c a s e . R e m o v e t h e color-
c o d e d shims f r o m t h e r e a r of t h e b e a r i n g
r e t a i n e r . T h e r e should b e no m o r e t h a n t w o
shims.
2- T w o s e a l s a r e installed behind t h e
ball g e a r . T o r e p l a c e t h e s e seals, t h e plug
in t h e c e n t e r of t h e ball g e a r m u s t b e
removed. R e m o v e t h e plug by f i r s t punch-
ing a hole in t h e plug and t h e n popping i t o u t
of t h e ball g e a r .
3- On all models, in addition t o being
pressed o n t o t h e s h a f t , t h e ball g e a r i s
f u r t h e r s e c u r e d w i t h a nut. R e m o v e t h e n u t
s e c u r i n g t h e ball g e a r t o t h e s h a f t , a n d t h e n
p r e s s t h e ball g e a r f r o m t h e shaft. R e m o v e
t h e s e a l c a p a n d t w o seals. TAKE NOTE
how t h e s e a l s a r e installed BACK-TO-BACK
w i t h t h e s e a l lips pointing in opposite direc-
tions.
4- T h e ball g e a r assembly h a s a b e a r i n g
c u p a n d s h i m s l o c a t e d in t h e r e a r of t h e
 BALL GEAR SINCE 1978 10-57
© pdfmanualpublisher.com 2005

This upper housing failed because it was not shim-

med properly. The text explains in detail how t o
prevent this type of expensive damage.

upper g e a r c a s e r e t a i n e d w i t h L o c t i t e . T h e
c u p may be very difficult t o remove. For
t h i s reason, puller- relief g r o o v e s a r e provid-
e d a t t h e t o p a n d b o t t o m of t h e g e a r c a s e t o
p e r m i t use of a slide h a m m e r . R e m o v e t h e
c u p , a n d t h e n t h e shims.
 © pdfmanualpublisher.com 2005

1- An O-ring holds t h e bearing housing

in t h e upper gearcase. To remove t h e
bearing housing, grasp i t firmly and snap i t
straight back and out of t h e gearcase. Re-
move and DISCARD t h e O-ring. DISCARD
t h e shims installed on t o p of t h e bearing
housing t o establish t h e proper tolerances in
t h e drive system parts. ALWAYS install a
new O-ring and shims during installation.
2- Secure t h e pinion gear nut in a vise.
Use special socket, No. 311875, t o remove
t h e driveshaf t nut. DISCARD t h e nut be-
cause i t has lost i t s locking ability. Remove
t h e pinion gear and bearing assembly from
t h e upper driveshaft. Remove and discard
t h e O-ring seal.
3- Two seals hold t h e upper driveshaf t in
position in t h e bearing housing. Place t h e
bearing housing on a s o f t base in an arbor
press, and then CAREFULLY f o r c e t h e
driveshaf t and seals from the housing.
how t h e seals a r e installed
t h e seal lips pointing
DISCARD t h e seals.
w seals a s a prevention
pinion gear and bearing
a s an assembly. Individ-
a r t s a r e not available.
Therefore, shimming is always required t o
obtain t h e proper running clearance.
 STEERING SINCE 1978 10-59
© pdfmanualpublisher.com 2005

10-31 WORM GEAR STEERING

DISASSEMBLING
MODELS SINCE 1978

1- R e m o v e t h e upper g e a r housing c o v e r
p l a t e by removing t h e six s c r e w s .
2- R o t a t e t h e spur g e a r at t h e f r o n t of
t h e g e a r c a s e c o u n t e r c l o c k w i s e until t h e
worm wheel is at t h e r e a r of t h e g e a r c a s e ;
t h e n l i f t t h e worm wheel s t r a i g h t up a n d
out. Notice t h e number of shims on t h e
pivot shoulder at t h e t o p of t h e upper gear-
case. T h e s e shims r e s t r i c t t h e up-and-down
m o v e m e n t of t h e v e r t i c a l drive t o 0.005" t o
0.015". A d a m a g e d shim MUST b e r e p l a c e d
in o r d e r t o o b t a i n t h e p r o p e r t o l e r a n c e .

CLEANING AND INSPECTING

Wash all p a r t s in s o l v e n t a n d blow t h e m

d r y with c o m p r e s s e d air. NEVER SPIN t h e
ball o r roller bearings w i t h a i r o r t h e y will
b e ruined. ~ e m o v ; all seal and gasket RETAINER

m a t e r i a l f r o m m a t i n g surfaces. Blow a l l
w a t e r a n d oil passages, a n d s c r e w holes
c l e a n w i t h air.
A f t e r t h e p a r t s a r e c l e a n and dry, apply
a c o a t i n g of light e n g i n e oil t o t h e bearings
and bright m a t i n g s u r f a c e s of t h e s h a f t s and
g e a r s as a prevention a g a i n s t corrosion.

The retaining bracket installed on late model stern

drive units t o prevent the worm gear from working out
of the upper gear housing.
10-60 STERN
© pdfmanualpublisher.com 2005

\Yarn ball gear ( l e f t ) MUST b e replaced with a new

one (right).
C h e c k f o r e v i d e n c e of w a t e r in t h e oil
reservoir of t h e upper g e a r c a s e . If t h e r e i s
a n y sign of w a t e r , c h e c k t h e oil r e t a i n e r
s e a l s a n d O-rings t o be s u r e t h e y a r e in good
condition a n d a r e properly installed. Any
w a t e r in t h e oil reservoir m o s t likely en-
t e r e d t h e upper g e a r c a s e through t h e w a t e r
p u m p bolt c a v i t i e s . To prevent further c u t a n e w seal. Inspect g e a r t e e t h a n d s h a f t
w a t e r f r o m e n t e r i n g , t h e w a t e r pump b o l t holes f o r w e a r a n d burrs.
t h r e a d s MUST b e c o a t e d w i t h P e r m a t e x I n s p e c t all bearings f o r roughness, pit-
No. 2 during assembly. ting, a n d f l a t spots, by holding t h e c e n t e r
Inspect t h e s h a f t b e a r i n g s u r f a c e s , b e a r i n g r a c e and t u r n i n g t h e o u t e r r a c e .
splines, a n d keyways f o r w e a r a n d burrs. C h e c k t h e o u t s i d e d i a m e t e r of t h e o u t e r
C h e c k f o r e v i d e n c e of a n inner b e a r i n g r a c e r a c e s and t h e inside d i a m e t e r of t h e i n n e r
turning on t h e shaft. C h e c k f o r d a m a g e d r a c e s f o r e v i d e n c e of t u r n i n g in t h e housing
threads. Roll t h e s h a f t on a f l a t s u r f a c e and o r on a shaft. Any sign of discoloration o r
c h e c k t o be s u r e i t is n o t bent. s c o r e s i s a n indication of overheating.
C h e c k t h e t h r u s t w a s h e r s f o r w e a r and
C a r e f u l l y c h e c k t h e inside a n d o u t s i d e distortion. If t h e y d o n o t h a v e uniform
s u r f a c e s of t h e g e a r c a s e s , housing, a n d thickness and l a y f l a t , t h e y UST b e replac-
c o v e r s f o r cracks. P a y s p e c i a l a t t e n t i o n t o ed.
t h e a r e a s around s c r e w a n d s h a f t holes.
Verify all t r a c e s of old g a s k e t m a t e r i a l h a v e
been r e m o v e d f r o m m a t i n g surfaces. C h e c k
O- ring grooves f o r s h a r p e d g e s which could

Damaged pinion gear teeth may be the result of

overheating andlor lack ofadequate lubrication. Improper
shimming will usually cause discoloration andlor
excessive gear wear.
 © pdfmanualpublisher.com 2005
BALL GEAR SINCE 1978 10-6 1

TRU-COURSE STEER1

Exploded view of the upper gear housing.

10-62 STERN DRIVE © pdfmanualpublisher.com 2005
10-32 BALL GEAR ASSEMBLING
MODELS SINCE 1978
1- Install t h e ball g e a r s h a f t into t h e
upper housing WITHOUT t h e O-ring a n d
shims. Install a couple bolts t o hold t h e
bearing cap. The unit will s t a y in place and
enable you t o install t h e ball g e a r onto t h e
driveshaft. CHECK t o b e s u r e t h e splines
a r e clean. Install t h e n u t , if o n e is used, a n d
tighten i t t o a torque value of 96 ft-lbs.
2- Install t h e seal plug over t h e nut in
t h e c e n t e r of t h e ball gear and f l a t t e n t h e
plug with a hammer. Now, remove t h e
assembly in preparation f o r proper shim-
ming of t h e dr iveshaf t.
3- This s t e p outlines t h e procedure f o r
determining t h e a m o u n t of shimming re-
quired f o r t h e driveshaf t. Obtain special
shimming tool f o r t h e unit being serviced a s
follows:
Part No. 908573
400 and 800 S t e r n Drives -- Since 1978
art No. 908572
3.8 L i t r e -- Since 1981
F i r s t , i t is necessary t o d e t e r m i n e t h e
number of shims required t o l o c a t e t h e
bearing c u p properly at t h e rear of t h e
upper gearcase. The c u p l o c a t e s t h e ball
g e a r driveshaft and gear within t h e gear-
case. P l a c e t h e bearing cup on t h e bearing,
at t h e rear end of t h e shaft. Now, apply
equal pressure around t h e c u p while r o t a t i n g
t h e cup t o break t h e oil film. Next, l o c a t e
and position t h e shim gauge, a s shown. Load
and r o t a t e t h e bearing while measuring t h e
g a p b e t w e e n t h e shim gauge and t h e loaded
bearing c u p with a f e e l e r gauge. T h e mea-
s u r e m e n t equals t h e amount of shimming
required t o l o c a t e t h e gear in t h e proper
position. P l a c e t h e upper gear housing on a
suitable s u r f a c e with a wooden block under
t h e bearing cup.
4- Handle t h e shim CAREFULLY. If i t
i s b e n t o r becomes t h e l e a s t bit distorted, i t
MUST be replaced. Position t h e shim in t h e
bearing cup. Use t h e "ball g e a r bearing r a c e
installer and drive handle" t o CAREFULLY
drive t h e c u p squarely i n t o i t s s e a t .
5- Make a trial assembly by inserting
t h e assembly i n t o t h e g e a r c a s e WITHOUT
t h e bearing r e t a i n e r or O-ring seal. Press
down on t h e bearing assembly and a t t h e
s a m e t i m e turn t h e ball g e a r t o break t h e oil
film. Measure t h e g a p between t h e gear-
c a s e and t h e r e a r of t h e bearing r e t a i n e r
with a f e e l e r gauge. This m e a s u r e m e n t
LESS 0.002" equals t h e shims required t o
properly PRELOAD t h e ball g e a r s h a f t bear-
ing. TAKE NOTE how e a c h shim has a t a b
on i t s upper edge. This t a b on t h e shim
MUST b e aligned with t h e t a b on t h e retain-
 HOUSING SINCE 1978 10-63
© pdfmanualpublisher.com 2005

e r . Install t h e O- ring s e a l on t h e r e t a i n e r .
P l a c e t h e ball g e a r shaf t- and- bearing
a s s e m b l y i n t o t h e upper g e a r c a s e a n d s e c u r e
i t w i t h t h e s c r e w s and lockwashers. Tighten
t h e s c r e w s t o a t o r q u e value of 5-7 ft- lbs.

10-33 BEARING HOUSING ASSEMBLING

MODELS SINCE 1978

1- P r e s s t h e t o p bearing c u p i n t o t h e
housing using tool No. 314436. Install t h e
c u p in t h e b o t t o m of t h e housing in t h e s a m e
m a n n e r using t o o l No. 314434.
2- TAKE NOTE: If t h e original pinion
g e a r and bearings a r e t o be installed, t h e n
t h e old shims m a y b e used, provided t h e y
a r e serviceable. If a n e w pinion g e a r o r
bearing i s t o be installed, t h e following
p r o c e d u r e MUST b e followed t o d e t e r m i n e
t h e proper shims required t o properly pre-
load t h e bearing: F i r s t , position a s u p p o r t
f o r t h e upper d r i v e s h a f t in such a m a n n e r t o
allow t h e housing f r e e d o m t o r o t a t e . S e t
t h e support beneath t h e shaft, and then
p l a c e t h e housing o v e r t h e shaft. E x e r t a
f i r m downward pressure on t h e housing and
r o t a t e t h e housing around t h e s h a f t t o load t h e housing and t o b r e a k t h e oil film. T h e
oil film MUST OKEN b e f o r e a c c u r a t e
shim m e a s u r e m e n t s c a n be made. An un-
broken oil film c a n c a u s e t h e m e a s u r e m e n t
t o b e in e r r o r by s e v e r a l thousands of a n
inch. Slide t h e pinion bearing o n t o t h e t o p
of t h e driveshaft.
 TERN DRIVE © pdfmanualpublisher.com 2005
3- P l a c e shim g a u g e tool No. 314725
o v e r t h e s h a f t ; press down on t h e bearing t o
apply a load; and t h e n press down on t h e
shim g a u g e t o p r e v e n t i t f r o m moving. Con-
t i n u e t o e x e r t s o m e p r e s s u r e on t h e shim
gauge and measure t h e gap between t h e
shim g a u g e and t h e inner r a c e of t h e bear-
ing. T h e m e a s u r e m e n t will i n d i c a t e t h e
a m o u n t of shimming required t o -properly
preload t h e vertical- drive- bearin g . A mini-
mum of o n e shim a n d a maximum of t h r e e
s h i m s MUST b e used. T h e illustration d o e s
n o t show preloading in o r d e r t o a f f o r d a
c l e a r view of t h e m e a s u r e m e n t s . T h e p a r t s
c a t a l o g u e will i n d i c a t e t h e proper p a r t num-
b e r s of a v a i l a b l e s i z e shims. L u b r i c a t e t h e
g e a r a n d b e a r i n g w i t h No. 8 0 g e a r oil.
Position t h e c o r r e c t s i z e and n u m b e r of
s h i m s on t h e gear. Use Tool No. 314437 t o
press t h e b e a r i n g o n t o t h e g e a r w i t h a n
a r b o r press.
k Install t h e pinion g e a r and bearing
o n t o t h e upper driveshaft. AL
new l o c k n u t b e c a u s e t h e locking ability of
t h e old o n e i s ruined when i t i s removed.
Install t h e n u t finger- tight. U s e Tool No.
314438 a n d a vise on t h e lower e n d of t h e
driveshaft. T i g h t e n t h e l o c k n u t t o a t o r q u e
value of 70-80 f t-lbs.
5- S t a n d t h e b e a r i n g housing on end.
Use a t o r q u e w r e n c h a n d s o c k e t t o c h e c k
t h e rolling t o r q u e value which should n o t
e x c e e d 28 in.-lbs. If t h e t o r q u e value i s
m o r e , p e r f o r m s t e p 3, in o r d e r t o d e t e r m i n e
t h e proper s i z e a n d n u r m e r of shims.
6- Apply a l i g h t c o a t i n g of Anti-
corrosion Lubricant onto t h e two bearing
housing b o t t o m seals. Position t h e m
TO-BACK w i t h t h e lips f a c i n g in o p p o s i t e
d i r e c t i o n s over t h e b o t t o m of t h e upper
driveshaft. P l a c e Tool No. 314694, behind
t h e seals. Use a n a r b o r press t o seat t h e
. seals.
 © pdfmanualpublisher.com 2005 PUMP SINCE 1978 10-65

7- Shims m u s t b e used t o position t h e

b e a r i n g housing inside t h e upper g e a r c a s e .
O b t a i n special shimming t o o l f o r t h e u n i t
being s e r v i c e d as follows:
Part No. 909078
400 and 800 S t e r n Drives -- Since 1978
Part No. 907971
3.8 L i t r e -- 1981-85
4.3 L i t r e -- 1986 and on
L o a d t h e pinion b e a r i n g a n d g e a r and a t
the same time, measure the clearance to
d e t e r m i n e t h e number a n d s i z e s h i m / s
necessary. Use Tool No. 909078 a n d
measure the clearance between t h e tool and 2- Use 3M S e a l e r EC1300 as a n a d h e s i v e
t h e housing, as shown. a n d install a n e w s p l i t s e a l o n t o t h e drive-
8- Position a NEW O-ring i n t o t h e shaft. Lubricate t h e seal and external shaft
groove of t h e bearing housing. Install t h e splines w i t h g e a r oil. Install t h e a s s e m b l e d
b e a r i n g housing i n t o t h e upper g e a r housing w a t e r pump i n t o t h e b o t t o m of t h e b e a r i n g
w i t h a l l of t h e s c r e w s holes properly housing. C H E C K T O BE S U R E t h e splines
aligned. of t h e t w o s h a f t s a r e properly e n g a g e d a n d
10-34 WATER PUMP ASSEMBLING t h e mounting holes of t h e b e a r i n g housing
MODELS SINCE 1978 and w a t e r p u m p a r e aligned w i t h those in
t h e upper g e a r c a s e .
1- Slide t h e i m p e l l e r p l a t e o n t o t h e 3- Install t h e swivel housing o n t o t h e
w a t e r pump s h a f t w i t h t h e s i d e s t a m p e d w a t e r pump. C o a t t h e t h r e a d s of t h e at-
PUMP SIDE a n d T f a c i n g t h e impeller. t a c h i n g s c r e w s w i t h P e r m a t e x No. 2, a n d
C h e c k t o be s u r e t h e i m p e l l e r w e a r s u r f a c e t h e n s e c u r e t h e b e a r i n g housing, w a t e r
i s f a c i n g t h e e x t e r n a l l y splined e n d of t h e pump, and swivel housing w i t h t h e s c r e w s
s h a f t . Install a NEW i m p e l l e r key in t h e and lockwashers. Tighten the screws
w a t e r pump d r i v e s h a f t , a n d t h e n a NEW RNATELY A N D J U S T A LITTLE AT A
i m p e l l e r o v e r t h e key. Apply a c o a t i n g of t o avoid d a m a g i n g t h e s h i m s in t h e
P e r m a t e x No. 2 t o t h e o u t e r 114" of t h e b e a r i n g housing. T i g h t e n t h e s c r e w s t o a
upper a n d lower e d g e s of t h e i m p e l l e r p l a t e t o r q u e v a l u e of 30-36 ft-lbs. Install a NEW
t o s e a l t h e impeller p l a t e t o t h e i m p e l l e r O- ring s e a l i n t o t h e groove inside t h e lower
a n d t o t h e swivel housing. If P e r m a t e x i s e n d of t h e w a t e r p u m p s h a f t . Apply a
n o t used, t h e pump m a y pull e x h a u s t g a s e s c o a t i n g of OM@ S e a L u b e Multi- Purpose
i n t o t h e pump cavity. Slide t h e i m p e l l e r G r e a s e t o t h e splines inside t h e lower e n d of
housing o n t o t h e s h a f t , and t h e n t u r n t h e the water pump shaft.
s h a f t clockwise until t h e i m p e l l e r seats in-
s i d e t h e housing. R o t a t e t h e impeller p l a t e
until t h e s c r e w holes align w i t h t h e holes in
t h e impeller housing.
I M GAUGE

0
 STERN DRIVE © pdfmanualpublisher.com 2005
If t h i s i s t h e only work t o b e done, see
S e c t i o n 10-58 t o install t h e upper g e a r
housing i n t o t h e lower unit and S e c t i o n 10-
5 9 t o install t h e s t e r n d r i v e t o t h e i n t e r -
m e d i a t e housing. If t h e l o w e r unit is t o be
s e r v i c e d , set t h e upper g e a r housing assemb-
ly t o o n e side until t h e lower unit work h a s
b e e n c o m p l e t e d . T h e swivel housing i s a n
i m p o r t a n t p a r t of t h e w a t e r pump installa-
tion. In o r d e r t o p e r f o r m a c o m p l e t e w a t e r
pump repair, i t is necessary t o continue with
r e m o v a l of t h e e x h a u s t housing a n d t h e
swivel housing t o r e p l a c e t h e swivel housing
seals.
10-35 EXHAUST HOUS
MODELS SINCE 1978
T h e s t e r n drive m u s t b e r e m o v e d ( see
S e c t i o n 10-26), and t h e upper g e a r housing
r e m o v e d (see S e c t i o n 10-27), b e f o r e t h e ex-
haust housing c a n b e removed. T h e follow-
ing p r o c e d u r e s pickup t h e work a f t e r t h e
upper g e a r housing has b e e n removed.
1- Support t h e s t e r n drive in s o m e t y p e
of f i x t u r e . S c r i b e a m a r k on t h e t r i m t a b
and a m a t c h i n g m a r k on t h e lower unit
housing t o e n s u r e installation of t h e t r i m
t a b in t h e s a m e position f r o m which i t is
removed. Loosen t h e t w o 318" s c r e w s on
t o p of t h e t r i m t a b , and r e m o v e t h e 7/16"
screw from t h e bottom. Remove t h e trim
tab.
2- R e m o v e t h e f o u r s c r e w s a t t a c h i n g
t h e e x h a u s t housing t o t h e lower unit.
3- R e m o v e t h e s c r e w f r o m t h e underside
of t h e a n t i - c a v i t a t i o n plate. R e m o v e t h e
s c r e w f r o m inside t h e t r i m t a b recess.
4- C l e a n t h e e x c e s s silicone s e a l e r f r o m
t h e swivel b e a r i n g housing. Work t h e ex-
h a u s t housing off t h e swivel housing a n d a t
t h e s a m e t i m e f e e d t h e s h i f t c a b l e o u t of
t h e e x h a u s t housing.
To r e p l a c e t h e e x h a u s t homing, if no
f u r t h e r work is required, see S e c t i o n 10-56.
 SWIVEL HOUSING SINCE 1978
© pdfmanualpublisher.com 2005
10-67

10-36 SWIVEL HOUSING REMOVAL

MODELS SINCE 1978

Before t h e swivel housing c a n be re-

moved, t h e following work must b e per-
formed.
R e m o v e t h e s t e r n drive: Section 10-26
R e m o v e t h e upper gear housing; s e c t i o n
10-27.
Remove t h e exhaust housing; section 10-
35.

The following procedures pickup t h e

work a f t e r t h e upper g e a r housing h a s been
removed. A GOOD WORD BEFORE
STARTING: R e p l a c e m e n t of t h e swivel
housing seals is not t h e e a s i e s t of tasks,
expecially if t h e proper tools a r e not avail-
able. However, a c o m p l e t e new swivel
housing c a n b e purchased with new s e a l s
installed at m o d e r a t e c o s t from your local
OMC dealer. You may w a n t t o consider t h i s
r o u t e before disassembling t h e swivel hous-
ing.

1- R e m o v e t h e four screws securing t h e

swivel bearing housing. Use a plastic- faced
h a m m e r or rubber m a l l e t and t a p sideways
and upwards on t h e bearing housing t o break
t h e seal, and then remove t h e housing f r o m
t h e lower unit.
10-68 STERN DRIVE © pdfmanualpublisher.com 2005
CLEANING AND INSPECTING
R e m o v e a n d DISCARD t h e s e a l s f r o m
t h e housing. U s e a d r i f t pin a n d rubber
m a l l e t t o drive t h e s e a l s f r e e . C l e a n a l l of
t h e silicone s e a l e r f r o m t h e o u t s i d e diam-
e t e r of t h e swivel housing. Inspect t h e
housing f o r c r a c k s , nicks, o r burrs.
T h e s t e e l b a c k e d Teflon bearing, n e a r
t h e t o p of t h e swivel bearing assembly, i s
pressed i n t o p l a c e a n d CANNOT b e s e r v i c e d
independently.
If t h e bearing i s scored, o r heavily worn
(is out- of- round by m o r e t h a n 0.005") t h e
swivel housing MUST b e replaced.
bearing s e r v e s as t h e lower s t e e r i n g pivot
a n d a s s i s t s in maintaining proper a l i g n m e n t
b e t w e e n t h e upper a n d lower units.
10-37 SWIVEL HOUSING ASSEMBLING
MODELS SINCE 1978
1- C o a t t h e o u t s i d e d i a m e t e r of t h e
s e a l s w i t h OMC G a s k e t Sealing Compound,
o r equivalent. IJse s e a l i n s t a l l e r Tool No.
314432 a n d install t h e s e a l s BACK-TO-
BACK (hard s u r f a c e s a g a i n s t e a c h other).
C o a t t h e outside d i a m e t e r of t h e t o p s e a l
with OMC G a s k e t Sealing Compound, o r
equivalent. P r e s s t h e s e a l i n t o p l a c e using
installer Tool No. 314431 a n d w i t h t h e s e a l
lip f a c i n g t h e tool. TAKE CARE t o i n s t a l l
t h e s e a l squarely i n t o position.
2- C l e a n any e x c e s s s e a l e r f r o m t h e
seals, a n d t h e n c o a t t h e s e a l lips w i t h OMC
HI-VIS G e a r c a s e Lube, o r equivalent.
ONE MORE WORD: If rebuilding t h e
swivel housing d o e s n o t include r e p l a c i n g
t h e w a t e r pump, t h e n p l a c e a NEW g a s k e t on
The
t h e housing a n d i n s t a l l t h e housing o n t o t h e
lower unit. If t h e lower u n i t i s t o b e
serviced, set t h e swivel housing a s i d e f o r
l a t e r installation.
10-38 LOWER UNIT RE
MODELS SINCE 1978
B e f o r e t h e lower u n i t c a n b e s e r v i c e d ,
t h e s t e r n d r i v e m u s t b e r e m o v e d ( s e e Sec-
t i o n 10-26), t h e upper g e a r housing r e m o v e d
( s e e S e c t i o n 10-27), t h e e x h a u s t housing
r e m o v e d (see S e c t i o n 10-35), a n d t h e swivel
housing r e m o v e d ( s e e S e c t i o n 10-36). T h e
following p r o c e d u r e s pick up t h e work a f t e r
t h e swivel housing h a s b e e n removed.
1- R e m o v e t h e plugs m a r k e d OIL DRAIN
a n d OIL LEVEL o r VENT; t i l t t h e u n i t slight-
l y and allow t h e oil in t h e lower unit t o
drain c o m p l e t e l y .
2- R e m o v e t h e s h i f t c a b l e housing by
f i r s t r e m o v i n g t h e s i x s c r e w s using a 7/16"
wrench. N e x t , t a p t h e housing sideways a n d
upward w i t h a rubber m a l l e t t o break t h e
seal. NOTICE t h e t w o c a b l e s inside of t h e
t h e s h i f t c a b l e . Also n o t e t h a t o n e i s longer
t h a n t h e o t h e r . Pull on t h e s h o r t e r of t h e
t w o a n d t h e s h i f t housing will l i f t off of t h e
r a c k and l o w e r unit. ON THE 400 SERIES,
r e m o v e t h e a d a p t e r ring f r o m t h e t o p of t h e
s h i f t a s s i s t cylinder.
3- R e m o v e t h e propeller c o t t e r pin and
propeller nut. Slide t h e propeller off of t h e
s h a f t . R e m o v e t h e s h a f t b e a r i n g housing by
removing t h e f o u r 7/16" bolts f r o m inside
t h e b e a r i n g housing.
4- Use Universal Puller Tool No. 307636
a n d Puller Legs Tool No. 321631 a n d r e m o v e
t h e propeller s h a f t bearing housing. ON
THE 408 SERIES, u s e Puller Tool No.
307636 a n d t w o 5/16" x 8" r o d s w i t h wash-
ers. R e m o v e t h e housing a n d DISCARD t h e
O-ring.
 © pdfmanualpublisher.com 2005
UNIT SINCE 1978 10-69

REVERSE CABLE
I

FORWARD CABLE

+------+BEFORE I NSTALLATI ON
TO GEARCASE
PULL OUT SO " A "
IS BETWEEN
9 - 7 8 T O 9 15 16"
125.1 TO 25.2 C h l '

Correct measurement for the shift wires protruding

out of the shift gear cable housing.

5- R e m o v e t h e t w o t r u a r c s n a p rings
f r o m inside t h e lower housing w i t h a pair of
No. 7 T r u a r c pliers.
6- R e a c h i n t o t h e lower unit and pull t h e
r e v e r s e g e a r up off of t h e propeller s h a f t .
As t h e r e v e r s e g e a r i s removed, t h e retain-
ing ring, f i a t w a s h e r , a n d f l a t b e a r i n g will
a l l c o m e w i t h t h e g e a r as a n assembly.
7- Hold o n t o t h e g e a r s h a f t of t h e power
a s s i s t cylinder on t o p of t h e lower unit w i t h
o n e hand a n d w i t h t h e o t h e r hand g r a s p t h e
propeller s h a f t .
1 8-7 TERN E
© pdfmanualpublisher.com 2005

Truarc snap rings properly installed in the lower unit

housing.
 © pdfmanualpublisher.com 2005 UNIT SINCE 1978 10-71

8- Pull o u t w a r d on t h e propeller s h a f t
a n d a t t h e s a m e t i m e pull upward on t h e
a s s i s t cylinder. R e m o v e both units f r o m t h e
lower unit. T h e r e v e r s e g e a r , t h r u s t bear-
ing, washer, a n d r e t a i n e r p l a t e will a l l c o m e
o u t t o g e t h e r w i t h t h e propeller s h a f t .
A GOOD WORD AND A BAD WORD:
If t r o u b l e i s e n c o u n t e r e d in removing t h e
propeller s h a f t , i t m a y b e n e c e s s a r y t o u s e a
slide h a m m e r installed on t h e e n d of t h e
shaft. However, a n d h e r e is t h e bad news,
t h e use of t h e slide h a m m e r will d e s t r o y t h e
a s s i s t cylinder s h i f t rod and t h e s h i f t plung- n u t a f t e r i t i s f r e e b e c a u s e i t s locking
er. If t h e slide h a m m e r i s r e q u i r e d t o a b i l i t y i s ruined o n c e t h e n u t h a s b e e n
r e m o v e t h e propeller s h a f t , t h e lower unit removed. R e m o v e t h e pinion gear.
h a s s e r i o u s problems a n d a n y d a m a g e c a u s e d R e m o v e t h e four s c r e w s and w a s h e r s
t o t h e a s s i s t cylinder s h i f t rod and s h i f t g t h e d r i v e s h a f t b e a r i n g housing. BE
plunger i s of minor i m p o r t a n c e c o m p a r e d t o RED t o c a t c h t h e pinion n e e d l e bear-
t h e major problem in t h e l o w e r unit. driveshaf t i s removed.
9- A pinion g e a r a n d l o c k n u t hold t h e SERIES units, t h e n e e d l e
d r i v e s h a f t in t h e n e a r c a s e . Hold t h e n u t bearings will r e m a i n in place. Count and
w i t h a 7/8" wren& a n d a t t h e s a m e t i m e ,
use a t o r q u e bar and special t o o l No. 311875
t o t u r n t h e driveshaft. DISCARD t h e lock-
10-72 STERN DRIVE © pdfmanualpublisher.com 2005
r e c o r d t h e n u m b e r of n e e d l e bearings t o
e n s u r e t h e c o r r e c t n u m b e r i s used during
installation.
12- R e m o v e t h e v e r t i c a l driveshaf t,
b e a r i n g housing, shims, t h r u s t w a s h e r , a n d
t h r u s t b e a r i n g f r o m t h e housing.
13- R e a c h inside t h e lower unit and
r e m o v e t h e f o r w a r d g e a r and t h e oil pump.
TAKE CARE n o t t o d a m a g e o r l o s e a n y of
t h e n e e d l e bearings in t h e oil p u m p assemb-
ly. C o u n t and r e c o r d t h e number of n e e d l e
bearings as an a i d t o installation.
14- R e m o v e t h e set s c r e w securing t h e
water intake screen and pinion bearing r a c e
i n place f r o m t h e s t a r b o a r d s i d e of t h e
lower unit. R e m o v e t h e intake screen.
5- R e m o v e t h e pinion bearing r a c e
Tool No. 321521 and t h e p a r t s of Tool
No. 385546. T h e n e e d l e bearings
in p l a c e t o r e m o v e t h e race. T h e bearings
house t h e puller and hold i t i n place. Pull
t h e r a c e f r o m t h e t o p of t h e lower unit. O n
t h e 400 SERIES, t h e b e a r i n g a s s e m b l y i s
pushed downward a n d o u t w i t h Tool No.
318117 o r Tool No. 311880.
 DRIVESHAFT
© pdfmanualpublisher.com 2005 BEARING SINCE 1978 10-73

The back-to-back seals may be removed, as describ-

ed in the text.
10-39 PROPELLER SHAFT BEARING
HOUSING DISASSEMBLING
MODELS SINCE 1978
Drive t h e oil seals o u t with a punch and
mallet. The bearing m a y be removed in t h e
s a m e manner. if necessarv.

10-40 DRIVESHAFT BEARING

HOUSING DISASSEMBLING
MODELS SINCE 1978

1- Remove t h e t w o back-to-back s e a l s
_ I-f --- - - .. with special Tool No. 31886 and an old
--. w a t e r pump s h a f t f r o m a high profile upper
-, gear housing. The bearing CANNOT b e
'400 SERIES
replaced if i t is damaged. The bearing and
housing MUST be replaced a s an assembly.

GLEANING AND INSPECTING

Clean t h e p a r t s with solvent and blow

The seals and bearing may be removed with a punch
and mallet, if necessary.
t h e m dry with compressed air. Remove all
s e a l and gasket m a t e r i a l from mating sur-
faces. Blow all w a t e r and oil passages, and
screw holes clean with air.
A f t e r t h e p a r t s a r e clean and dry, apply
a coating of light engine oil t o t h e bearings
and bright mating s u r f a c e s of t h e s h a f t s and
g e a r s a s a prevention against corrosion.
Inspect t h e s h a f t bearing surfaces,
splines, and keyways for wear and burrs.
Check f o r evidence of a n inner bearing r a c e
turning on t h e shaft. Check f o r damaged
threads.
Carefully check t h e inside and outside
surfaces of t h e gearcases, housing, and
covers for cracks. Pay special a t t e n t i o n t o
t h e a r e a s around screw and s h a f t holes.
Verify all t r a c e s of old gasket m a t e r i a l h a s
been removed from mating surfaces. Check
O-ring grooves for sharp edges which could
c u t a new seal.
Inspect t h e outside diameter of t h e outer
r a c e s and t h e inside diameter of t h e inner
r a c e s for evidence of turning in t h e housing
o r on t h e shaft. Any sign of discoloration o r
scores is evidence of overheating.
10-74 STERN DRIVE © pdfmanualpublisher.com 2005
Check t h e thrust washers for wear and
distortion. If t h e y d o n o t h a v e uniform
thickness a n d lay f l a t , t h e y MUST b e replac-
ed.
C l e a n and c h e c k t h e rudder a n d w a t e r
i n t a k e screens. Check the water screen
holes f o r e v i d e n c e t h e s c r e e n is loose and
h a s c a u s e d w e a r on t h e b o t t o m .
I n s p e c t t h e propeller f o r c r a c k s o r goug-
e d , bent, o r broken blades. Replace all
b e n t , worn, corroded, o r d a m a g e d parts.
Burrs c a n b e r e m o v e d w i t h a Pile.
ALWAYS install NEW O- rings, g a s k e t s ,
a n d s e a l s during assembling a n d installation
t o p r e v e n t leaks.
10-41 PROPELLER SHAFT
BEARING ASSEMBLING
MODELS SINCE 1978
1- Install NEW bearings in t h e propeller
s h a f t bearing housing, if t h e y w e r e removed.
U s e Tool No. 314641 t o install t h e l a r g e
f o r w a r d e n d bearing.
2- Use Tool No. 321517 t o install t h e
s m a l l r e a r e n d bearing. O n 400 Series
models, u s e Tool No. 317061 t o install t h e
s m a l l r e a r e n d bearing. C o a t t h e s e a l cases
w i t h O M C G a s k e t Sealing Compound, o r
equivalent.
3- Install t h e NEW s e a l s back- to- back
w i t h t h e hard s u r f a c e s a g a i n s t e a c h o t h e r ,
using Tool No. 321562. This position will
place one seal lip facing o u t and t h e other
s e a l lip f a c i n g in. O n 400 Series models, u s e
Tool No. 311869 t o install t h e seals. C l e a n
-I
BEAR l NG
BEARING INSTALLER I
a n y e x c e s s s e a l i n g compound f r o m t h e seals.
C o a t t h e s e a l lips w i t h HI-VIS o r a n t i -
corrosion l u b e a f t e r t h e s e a l s a r e installed.
S e t t h e c o m p l e t e d a s s e m b l y t o o n e s i d e until
r e a d y f o r i n s t a l l a t i o n i n t o t h e l o w e r unit.
10-42 DRlVESHAFT BEARING
HOUSING ASSEMBLING
MODELS SINCE 1978
C o a t t h e o u t s i d e d i a m e t e r of t h e
s e a l s w i t h O M C G a s k e t Sealing Compound,
o r equivalent. Install t h e s e a l s back- to- back
with t h e hard surfaces against e a c h other
using Tool No. 314433. A f t e r t h e s e a l s a r e
installed, c l e a n a n y e x c e s s sealing c o m p o u n d
f r o m t h e seals, a n d t h e n c o a t t h e bearing
a n d s e a l lips w i t h O M C HI-VIS G e a r c a s e
Lube. S e t t h e c o m p l e t e d housing a s s e m b l y
t o o n e s i d e u n t i l r e a d y f o r installation i n t o
t h e l o w e r unit.
Install the back-to-back seals using Tool No. 314433.
10-43 OIL PUMP AND
FORWARD GEAR DISASSEMBLING
MODELS 1978-81
1- R e m o v e T h e f o r w a r d g e a r t h r u s t
bearing, w a s h e r , and s h i m s f r o m t h e oil
pump. TAKE CARE n o t t o d a m a g e o r l o s e
 © pdfmanualpublisher.com 2005 OIL PUMP SINCE 1978 10-75

a n y of t h e n e e d l e bearings inside t h e oil

pump. If t h e pump bearing i s n o t service-
able, t h e p u m p and b e a r i n g MUST b e re-
placed as a n assembly.
2- I t i s seldom n e c e s s a r y t o r e m o v e t h e
bearing case f r o m t h e p u m p housing. How-
e v e r , t o r e m o v e t h e bearing case, u s e Tool
No. 380657. R e m o v e t h e s c r e w on t h e oil
pump s e c u r i n g t h e f i l t e r s c r e e n in place.
Scribe a m a r k on t h e oil p u m p c o v e r a n d a
m a t c h i n g m a r k on t h e pump as a n aid t o
aligning t h e c o v e r o n t o t h e pump during
a s s e m bling.

I SCREEN

EF VALVE

DO NOT
REMOVE

0
 TERN DRIVE © pdfmanualpublisher.com 2005

3- R e m o v e t h e oil pump c o v e r p l a t e by
removing t h e four a t t a c h i n g screws. L i f t
t h e c o v e r off t h e pump.
R e m o v e t h e t w o oil pump gears.
t h e d o t on e a c h gear. Both of t h e s e
d o t s will f a c e upward during assembling. If
t h e g e a r s d o n o t h a v e t h e d o t s showing, t a k e
t i m e t o m a k e a n identifying m a r k w i t h a
l e a d pencil on e a c h g e a r , as a n a i d t o
bling t h e g e a r s properly.
A s c r e w on t h e s i d e of t h e oil p u m p
s e c u r e s t h e pressure relief valve. If t h i s
valve i s r e m o v e d a n d installed at a d i f f e r e n t
s e t t i n g , t h e c h a n g e in p r e s s u r e m a y c a u s e
hard shifting.
CLEANING AND INPSECTING
C l e a n t h e p a r t s w i t h s o l v e n t a n d blow
t h e m dry w i t h c o m p r e s s e d air. A f t e r t h e
p a r t s a r e c l e a n a n d dry, apply a c o a t i n g of
light oil t o t h e bearing and bright m a t i n g
surfaces.
Inspect t h e bearing s u r f a c e s , oil pump
g e a r s , a n d f o r w a r d g e a r f o r w e a r a n d burrs.
C a r e f u l l y c h e c k t h e inside of t h e oil pump
f o r w e a r o r burrs. P a y s p e c i a l a t t e n t i o n t o
t h e a r e a s around t h e s c r e w and s h a f t holes.
Inspect t h e t h r u s t washer a n d bearing. Lay
t h e bearing on t h e washer, apply hand pres-
s u r e a n d t u r n t h e bearing. The bearing
should turn f r e e l y under t h e hand pressure.
PUMP
THRUST
t h e pump on a f l a t s u r f a c e w i t h t h e t h r u s t
b e a r i n g a n d t h e t h r u s t washer installed. U s e
Tool No. 324797 and a f e e l e r g a u g e t o
measure t h e distance between t h e tool and
t h e housing. This m e a s u r e m e n t is t h e
a m o u n t of _shimming required. Install t h e
bearing r a c e , if i t w a s r e m o v e d f r o m t h e oil
pump by f i r s t supporting t h e p u m p housing
f r o m inside t h e oil p u m p g e a r recess.
Supporting t h e housing in t h i s m a n n e r will
p r e v e n t a n y distortion. Now, press t h e
f o r w a r d g e a r b e a r i n g r a c e i n t o p l a c e until i t
is flush w i t h t h e housing. O n t h e
t h i s b e a r i n g is n o t removeable.
2- C o u n t t h e n u m b e r of f o r w a r d g e a r
n e e d l e bearings a n d c o m p a r e t h e f i g u r e w i t h
t h e r e c o r d e d n u m b e r r e m o v e d during disas-
sembly. C o a t t h e n e e d l e bearings w i t h OMC

- Before t h e oil pump and f o r w a r d g e a r

c a n be a s s e m b l e d , t h e c l e a r a n c e n e e d e d
b e t w e e n t h e pump housing and t h e f o r w a r d
g e a r m u s t b e a c c u r a t e l y d e t e r m i n e d . Lay
 © pdfmanualpublisher.com 2005
GEARS
0 c o m p l e t e d a s s e m b l y a s i d e until r e a d y f o r
Needle Bearing G r e a s e , o r equivalent.
C a r e f u l l y install t h e n e e d l e bearings in posi-
tion in t h e bearing housing. T h e g r e a s e will
hold t h e m in place. C o a t t h e t h r u s t b e a r i n g
w i t h O M C HI-VIS Lube, o r equivalent.
P l a c e t h e t h r u s t bearing, t h r u s t w a s h e r , a n d
t h e number of shims d e t e r m i n e d in S t e p I,
o n t o t h e f o r w a r d gear. Slide t h e a s s e m b l e d
g e a r i n t o t h e oil pump.
SCREEN
MARK
0
OIL PUMP SINCE 1978 10-77
3- Position t h e oil p u m p g e a r s in t h e
p u m p housing, a n d t h e n r o t a t e t h e g e a r s by
turning t h e f o r w a r d gear. If t h e g e a r s d o
n o t t u r n smoothly, r e m o v e t h e o u t e r o i l
pump g e a r , t u r n i t o v e r , a n d install i t again.
R e p e a t t h e test.
4- Align t h e m a r k s on t h e oil p u m p
c o v e r a n d t h e housing m a d e during disas-
sembly, a n d t h e n s e c u r e t h e c o v e r in p l a c e
w i t h t h e a t t a c h i n g screws. T i g h t e n t h e
s c r e w s t o a t o r q u e value of 3-4 ft- lbs.
TAKE CARE t o t i g h t e n t h e s c r e w s t o t h e
proper t o r q u e value. If t h e y b e c o m e loose,
t h e hydraulic p r e s s u r e will f a l l o r t h e s h i f t
s y s t e m t o b e c o m e jammed.
5- Install t h e f i l t e r s c r e e n a n d s e c u r e i t
in place w i t h t h e a t t a c h i n g screws. S e t t h e
installation i n t o t h e lower unit.
-
10-45 PROPELLER SHAFT AND
SHIFTER DISASSEM
I- R e m o v e t h e c o i l spring f r o m t h e
g r o o v e in t h e s h i f t c l u t c h dog.
2- S t a n d t h e propeller s h a f t upright w i t h
t h e plunger down. USE CARE when remov-
ing t h e c l u t c h d o g r e t a i n i n g pin b e c a u s e t h e
plunger is spring loaded. A good i d e a i s t o
h a v e t h e pin pointing t o w a r d a wall or t h e
s i d e of a box t o p r e v e n t t h e balls a n d spring
f r o m travelling t o o f a r and being lost. Hold
t h e s h a f t and CAREFULLY r e m o v e t h e
c l u t c h dog r e t a i n i n g pin. BE PREPARED t o
w a t c h f o r t h e t h r e e d e t e n t balls and t h e
spring inside t h e propeller s h a f t . Hold t h e
s h a f t firmly, r e m o v e t h e r e t a i n i n g pin, a n d
t h e n slowly l i f t up on t h e shaft. ALWAYS
DISCARD t h e r e t a i n i n g spring and install a
new o n e during assembling.
10-78 STERN DRIVE © pdfmanualpublisher.com 2005

C h e c k m o v e m e n t of t h e c l u t c h dog on
t h e propeller s h a f t t o b e s u r e i t m o v e s
f r e e l y w i t h o u t a n y indication of binding.
Inspect t h e splines on t h e e n d of t h e
propeller shaft. C l e a n t h e spline grooves.
Slide t h e propeller o n t o t h e s h a f t a n d c h e c k
t o be s u r e i t m o v e s f r e e l y w i t h o u t binding.
If i t d o e s n o t m o v e f r e e l y , spend m o r e t i m e
c l e a n i n g t h e splines on t h e s h a f t and t h e
grooves inside t h e propeller.

PIN AND
.RETAINER SPRING

CLUTCH DOG
Damaged clutch dog caused from improper shifting habits.

DAMAGED PLUNGER

Damaged shift plunger caused by the operator

SHIFT R shifting with the engine running at a high rpm.

10-46 PROPELLER SHAFT

AND SHIFlTR ASSEMBLING
MODELS SINCE 1978
Sectional drawing showing the clutch dog and re-
lated parts properly installed onto the propeller shaft. 1- L: In o r d e r t o
a s s e m b l e t h e s h i f t rod and c l u t c h doe o n t o
CLEANING AND INSPECTING t h e propeller sha,ft, i t will b e n e c e s s a r y t o
m a k e a simple d e t e n t spring depressine tool.
Inspect t h e plunger closely c h e c k i n g t o This c a n b e a c c o m p l i s h e d by cut tin^ off a
b e s u r e t h e groove on t h e e n d of t h e plunger p i e c e of 9/32" d i a m e t e r round b a r s t o c k
i s n o t b e n t a n d d o e s n o t h a v e a n y burrs. a p p r o x i m a t e l y 6- inches lonc. F l a t t e n cne
Any w e a r in this a r e a will r e u s l t in hard end of t h e b a r s t o c k , as shown in t h e
shifting. Inspect t h e t h r e e balls f o r round- a c c o m p a n y i n g illustration, n e x t pa,ge.
ness a n d f o r f l a t spots.
C h e c k t h e spring t o be s u r e i t h a s f l a t
e n d s a n d i s n o t d i s t o r t e d in a n y way. C h e c k
t h e lugs on t h e c l u t c h d o g t o be s u r e t h e y
a r e s q u a r e a n d t h e e d g e s a r e n o t rounded. If
t h e lug e d g e s a r e rounded, t h e c l u t c h dog
MUST be replaced.

© pdfmanualpublisher.com 2005
2- C o v e r t h e propeller s h a f t w i t h a light
c o a t i n g of oil. Slide t h e c l u t c h dog o n t o t h e
s h a f t w i t h t h e three- lug e n d f a c i n g t h e
propeller e n d of t h e shaft. Align t h e holes in
t h e c l u t c h d o g w i t h t h e s l o t in t h e propeller
1 32 ' 1 0791 B E V E L 10 8 m m l /
4 4"1102mrnl
040" ( 1 02 rnmi i 1 rnmi
POWER
ASSIST SERVO SINCE 1978 10-79
shaft. TAKE MOTE: T h e 400 Series c l u t c h
d o g h a s t h r e e lugs on b o t h ends. T h e w o r d s
PROP END a r e s t a m p e d on t h e side i n t e n d e d
t o f a c e t h e propeller.
3- Insert t w o of t h e d e t e n t balls i n t o t h e
d e t e n t ball hole in t h e s i d e of t h e s h i f t rod.
Insert t h e t h i r d d e t e n t ball i n t o t h e e n d of
t h e s h f i t rod, a n d t h e n p l a c e t h e spring
through t h e hole in t h e e n d of t h e s h i f t rod.
Now, hold t h e balls in t h e s h a f t , a n d a t t h e
s a m e t i m e c a r e f u l l y align t h e holes in t h e
s h i f t rod a n d t h e c l u t c h dog w i t h t h e s l o t in
t h e propeller shaft. N e x t , i n s e r t t h e s h i f t
rod i n t o t h e propeller s h a f t until t h e d e t e n t
balls slip i n t o t h e g r o o v e s in t h e propeller
shaft.
4- With t h e holes in t h e c l u t c h d o g s t i l l
aligned w i t h t h e holes in t h e s h i f t rod, s t a r t
t h e w e d g e e n d of t h e s p e c i a l tool m a d e
b e f o r e S t e p 1, i n t o t h e hole w i t h t h e f l a t
s i d e f a c i n g t h e e n d of t h e d e t e n t spring.
C o n t i n u e pushing t h e tool i n t o t h e hole
until t h e e n d of t h e tool b a r e l y c o m e s o u t
t h e opposite side. Now, press t h e c l u t c h d o g
retaining pin i n t h r o u g h t h e c l u t c h dog. .-
As
t h e r e t a i n i n g pin i s i n s e r t e d , t h e tool will b e
f o r c e d out. S e c u r e t h e pin in p l a c e w i t h t h e
r e t a i n i n g spring. TAKE CARE t o b e s u r e
none of t h e spring c o i l s o v e r l a p o r t h e spring
is n o t d i s t o r t e d in a n y way. Only through
c a r e f u l a t t e n t i o n t o installation of t h e r e -
taining pin a n d spring c a n proper o p e r a t i o n
of t h e s h i f t mechanism b e e x p e c t e d . S e t
t h e c o m p l e t e d a s s e m b l y t o o n e s i d e until
r e a d y f o r installation i n t o t h e lower unit.
--d 1 - 1 2" 1-3 4" (3844 mmi
t/
I
- t
*-
\ ,
DEGREES)
-
 10-80 STERN DRIVE © pdfmanualpublisher.com 2005

RACK

VALVE

'ISTON CAP

0 RING

PIN

10-47 POWER ASSIST 0 RING CYLINDER

SERVO DISASSEMBLING
MODELS 1978-8 1 PISTON

1- C l a m p Tool No. 386112 in a vise w i t h 0 RING

soft- jaws. Position t h e hydraulic a s s i s t cyl- OIL
inder on t h e tool. Push t h e rod down, a n d STEM
VALVE
t h e n e n g a g e t h e pins of t h e tool in t h e holes
provided in t h e b o t t o m of t h e piston. TAKE PIN 0 RING
EXTRA CARE t o p r e v e n t bending t h e push
rod. P l a c e t h e spanner w r e n c h on t o p of t h e SPRING
PUSH ROD
cylinder w i t h t h e pins e n g a g e d in t h e holes
in t h e piston cap. Hold t h e spanner w r e n c h
w i t h o n e hand a n d w i t h t h e o t h e r hand, use a
s o c k e t wrench t o t u r n t h e c a p counterclock-
wise. C o n t i n u e r o t a t i n g t h e c a p until i t i s
f r e e . C e n t e r t h e pin t h r u t h e piston, v a l v e
a n d push rod t o e n a b l e t h e piston t o c l e a r
t h e bore. L i f t off t h e cylinder. If neces-
s a r y , r e m o v e t h e pin t o disassemble t h e push
rod, piston, and valve.
CLEANING AND INSPECTING
C h e c k t h e slider on t h e e n d of t h e s h i f t
Cross-section o f the hydraulic assist cylinder.
s h a f t t o b e s u r e i t i s n o t b e n t a n d i s f r e e of
burrs. A s m a l l a m o u n t of misalignment in 10-48 POWER ASSIST
t h e s h a f t will r e s u l t in hard shifting. SERVO ASSEMBLING
Inspect t h e t e e t h on t h e r a c k t o be s u r e MODELS 1978-8 1
t h e y a r e f r e e of burrs. Remove and
DISCARD t h e O-ring on t h e piston and t h e 1- L u b r i c a t e t h e p a r t s of t h e power
o n e in t h e cylinder. C a r e f u l l y i n s p e c t t h e a s s i s t s e r v o assembly w i t h OMC HI-VIS
a s s i s t cylinder and r e p l a c e t h e c o m p l e t e G e a r c a s e Lube, o r equivalent. Install a
a s s e m b l y if t h e cylinder is s c o r e d o r shows NEW O- ring o n t o t h e piston, i n t o t h e cylin-
o t h e r signs of e x c e s s i v e w e a r or damage. d e r , a n d on t h e piston cap. Assemble t h e

Sectional view of the power assist servo xtalve

assembly, showing internal working parts. The valve
MUST move freely within the piston. Total travel o f
the valve is 0.050".
 © pdfmanualpublisher.com 2005

r a c k t o t h e valve w i t h t h e t e e t h of t h e r a c k s h i f t c a b l e . Also n o t e t h a t o n e i s longer

f a c i n g t h e c o n c a v e s u r f a c e of t h e valve. t h a n t h e o t h e r . Pull on t h e s h o r t e r of t h e
S e c u r e t h e r a c k in p l a c e w i t h a s h o r t pin. t w o , a n d t h e s h i f t housing will l i f t off of t h e
P A Y ATTENTION t o use t h e proper l e n g t h r a c k and l o w e r unit.
pin in t h e proper place. Use of t h e wrong r e m o v e t h e a d a p t e r ring f r o m t h e t o p of t h e
pin will c a u s e t h e s h i f t mechanism t o bind. s h i f t a s s i s t cylinder.
Slide t h e valve i n t o t h e piston a n d align t h e
r e t a i n i n g pin holes. Hold t h e piston and
valve assembly w i t h o n e hand w i t h t h e r a c k
t e e t h f a c i n g upward. With t h e o t h e r hand,
i n s e r t t h e push rod w i t h t h e keyway f a c i n g
t o w a r d you. S e c u r e t h e push rod in p l a c e
w i t h t h e long r e t a i n i n g pin. Now, slide t h e
piston and t h e valve and rod assembly inside
t h e cylinder sleeve.
2- Install t h e piston c a p o n t o t h e cylin-
d e r using Tool No. 3861 12. Tighten t h e c a p
t o a t o r q u e value of 8-10 ft- lbs. C h e c k t h e
o p e r a t i o n of t h e a s s e m b l y t o b e s u r e t h e
piston m o v e s f r e e l y in t h e cylinder and t h e
valve m o v e s f r e e l y in t h e piston. S e t t h e
c o m p l e t e d assembly a s i d e f o r l a t e r installa-
tion in t h e g e a r c a s e .

2- R e m o v e t h e f o u r s h i f t housing c o v e r
s c r e w s a n d lockwashers. L i f t off t h e c o v e r
and DISCARD t h e gasket.
STOP: If t h e s h i f t c a b l e
r e m o v e d only in p r e p a r a t i o n
w o r k on t h e lower unit, additional disas-
s e m b l y of t h e s h i f t mechanism is NO
quired. However, if t h e s h i f t m e c h a n i
10-49 SHIFT CABLE REMOVAL t o b e serviced, c o n t i n u e d w i t h t h e proce-
O R REPLACEMENT d u r e s in t h i s section.
MODELS SINCE 1978 3- Pry o u t t h e pinion s h a f t O- ring and
r e t a i n e r w i t h a screwdriver. D
O t h e r work m u s t b e p e r f o r m e d b e f o r e O-ring.
t h e s h i f t c a b l e in t h e l o w e r housing c a n b e
replaced. T h e s t e r n d r i v e m u s t b e removed,
s e e S e c t i o n 19-26, t h e upper g e a r housing
rernoved, see S e c t i o n 10-27, a n d t h e e x -
h a u s t housing rernoved, see S e c t i o n 10-35.
T h e following p r o c e d u r e s pickup t h e work
a f t e r t h e e x h a u s t housing h a s b e e n rernoved.
1- R e m o v e t h e s h i f t c a b l e housing by
f i r s t removing t h e s i x s c r e w s using a 7/16"
wrench. N e x t , t a p t h e housing sideways and
upward w i t h a rubber m a l l e t t o break t h e
seal. NOTICE t h e t w o c a b l e s inside t h e
 © pdfmanualpublisher.com 2005

s h i f t c a b l e f o r cracks. C h e c k t h e c o r e w i r e s
t o b e s u r e t h e y a r e n o t f r a y e d o r kinked.
R e p l a c e t h e c o r e w i r e s if t h e y a r e d e f e c t i v e
in a n y w a y t o e n s u r e s a t i s f a c t o r y a n d long
t e r m operation.
SLOT IN

CABLE -

10-50 SHIFT C A B L E ASSEMBLING

MODELS SINCE I978

Thread Special Tool No. 909881 o n t o O N E WORD: If t h e only work perform-

nd of t h e pinion s h a f t a n d r e m o v e t h e e d involved r e m o v a l and installation of t h e
pinion s h a f t , bearing, a n d seals. DISCARD l o w e r unit, t h e n p r o c e e d DIRECTLY t o S t e p
6 of t h i s procedure. However, if t h e work
L i f t o u t t h e drive pulley and r e m o v e included servicing t h e s h i f t m e c h a n i s m , t h e n
he s h i f t c a b l e pucks f r o m t h e slots. begin w i t h t h e n e x t p a r a g r a p h t o a s s e m b l e
t h e s i z e d i f f e r e n c e of t h e pucks t h e s h i f t mechanism.
a n d n o t e t h e i r s l o t location as a n a i d t o
installation. Pry t h e idler pulley s h a f t and
body w i t h a
ring. L i f t o u t
e t w o washers. R e m o v e
he two cable retainer
serews. Pull t h e s h i f t c a b l e f r e e of t h e s h i f t
housing body.

ANHNG AND

G l e a n a l l s e a l e r f r o m t h e s h i f t housing
body w i t h solvent. I n s p e c t t h e s h i f t housing
f o r c r a c k s , nicks, o r burrs. Inspect t h e
seals, and bearings f o r w e a r , c r a c k s , . and
CARD all O-rings. Inspect t h e
 SHIFT CABLE SINCE 1978 10-83
© pdfmanualpublisher.com 2005

T h e s h i f t mechanism is a p r e c i s e mecha- p o r t , a n d t h e n i n s e r t t h e c a b l e pucks i n t o

nism a n d m u s t b e a s s e m b l e d w i t h c a r e a n d t h e pulley. A f t e r t h e c a b l e pucks a r e in
a t t e n t i o n t o detail. C h e c k a second t i m e t o p l a c e , t w i s t t h e pulley 180' CLOCKWISE.
be s u r e a l l p a r t s a r e in s a t i s f a c t o r y condi- Pull on t h e long c a b l e e n d and bring t h e
tion. R e a d through t h e following p r o c e d u r e pulley down i n t o t h e housing.
BEFORE s t a r t i n g t h e assembling work, a n d
t h e n pay a t t e n t i o n t o t h e s e q u e n c e of instal-
lation a n d TAKE CARE t h a t e a c h p a r t i s
properly assembled.

1- P l a c e t h e r e t a i n e r on t h e s h i f t c a b l e
w i t h t h e pre- formed b e n t t a b f a c i n g AWAY
and DOWNWARD f r o m t h e s h i f t housing
body. Check t o be sure the cables a r e
parallel a n d f e e d i n g properly o n t o t h e pul-
leys. Insert t h e pulleys i n t o t h e housing a n d
s e c u r e t h e m in place w i t h NEW screws.
Tighten t h e s c r e w s t o a t o r q u e value of 5-7 PINION G E A 9
f t-lbs. -R I N G & SEAL
2- L u b r i c a t e t h e idler pulley bearing
w i t h O M C Multi- Purpose g r e a s e , o r equiva-
lent. Slide a NEW O- ring o n t o t h e idler
pulley shaft. In t h e following o r d e r , i n s t a l l
t h e pin, washer, pulley, a n d second washer,
as shown in t h e a c c o m p a n y i n g illustration.
Push t h e s h a f t t h r u t h e pulley i n t o t h e
housing. C h e c k t o be s u r e t h e s h i f t c a b l e
w i r e with t h e SMALL puck e n d runs UNDER
4- Using Special Tool No. 909967,
t h e idler pulley. Now, spin t h e pulley a n d nd s e a l o n t o t h e pinion
check t o be sure i t turns freely without
shaft with the g f a c i n g AWAY f r o m t h e
binding. S e a t t h e s h a f t in p l a c e w i t h a
Y t h e a r r a n g e m e n t of
hammer.
ompanying illustration.
3- L u b r i c a t e t h e pinion s h a f t bearing on
ring a n d s e a l , and t h e
t h e s h a f t and t h e pinion b e a r i n g in t h e s h i f t
washer i n t o t h e housing. Now, r o t a t e t h e
housing w i t h O M C Multi- Purpose G r e a s e , o r pinion g e a r until t h e splines e n g a g e t h e
equivalent. Check t o be sure t h e drive
d r i v e pulley. P r e s s in on t h e s h a f t until t h e
pulley gooved s u r f a c e f a c e s t h e r a c k sup- nose slides through t h e pulley and i n t o t h e
bearing. Install t h e bearing using Special
PIN Tool No. 909882. This tool will set t h e
bearing t o t h e c o r r e c t depth. Install t h e
r e t a i n e r and t h e O-ring. C h e c k t o be s u r e
t h e s e a l lips a r e not folded under.

PULL

BEAR1

O-RING
10-84 STERN DRIVE © pdfmanualpublisher.com 2005

5- TAKE TIME t o o b s e r v e t h e r o u t i n g
of t h e s h i f t w i r e s t o b e s u r e t h e y run
p a r a l l e l under t h e pulleys a n d DO NOT
cross. Apply a c o a t i n g of O M C G a s k e t
Sealing Compound, o r e q u i v a l e n t , t o b o t h
sides of t h e c o v e r g a s k e t , a n d t h e n p l a c e i t
in position on t h e housing. Install t h e c o v e r
and s e c u r e i t w i t h t h e f o u r s c r e w s a n d
washers. Tighten t h e s c r e w s t o a t o r q u e
value of 7-10 ft-lbs.
BEGIN w i t h this s t e p if t h e s h i f t m e c h a -
nism w a s disconnected only t o s e r v i c e t h e
lower unit.
6- Pull t h e s h o r t c a b l e o u t of t h e
housing until t h e "A" dimension in t h e acc-
ompanying illustration measures: models
1978-8 1, 9-718" t o 9- 15116"; m o d e l s s i n c e
1982, 4-7/8". This dimension c o n t r o l l s t h e
pinion t o o t h position. On t h e 400 Series,
c h e c k t o b e s u r e t h e s h i f t a s s i s t cylinder
a d a p t e r is in place. A l i t t l e n e e d l e b e a r i n g
g r e a s e will hold t h e a d a p t e r t o t h e housing
while t h e housing i s installed.

7- T o install t h e s h i f t housing: F i r s t ,
position t h e housing over t h e s h i f t assist
cylinder and e n g a g e t h e r a c k w i t h t h e pinion
in t h e s h i f t housing. This c a n b e accomp-
lished by pulling on t h e long c a b l e while
maintaining tension on t h e s h o r t cable.
During this o p e r a t i o n , t h e f o r w a r d c a b l e will
s h o r t e n , and t h e r e v e r s e c a b l e will lengthen.
Hold t h e f l a n g e of t h e s h i f t housing p a r a l l e l
t o t h e g e a r c a s e mounting f l a n g e t o e n a b l e
t h e pinion t o o t h t o properly engage. As
mentioned, t h e pinion t o o t h position is con-
trolled by t h e dimension "A" given in S t e p 6.
8- C o a t t h e s i x s h i f t c a b l e housing
s c r e w s w i t h O M C G a s k e t Sealing Compound,
or equivalent. Install a n d t i g h t e n t h e s c r e w s
t o a t o r q u e value of 7-9 ft-lbs.
If this work w a s t o r e p l a c e t h e s h i f t
c a b l e , install t h e e x h a u s t housing; see Sec-
tion 10-57.
Install t h e upper g e a r housing; see Sec-
tion 10-58.
Install t h e s t e r n drive; see S e c t i o n 10-59.
10-51 PINION BEARING SHI
MODELS SINCE 1978
Shims a r e installed b e t w e e n t h e drive-
shaft, thrust washer, and driveshaft bearing
housing t o allow t h e d r i v e s h a f t pinion g e a r
t o mesh precisely w i t h t h e f o r w a r d a n d
r e v e r s e gears. T h e n u m b e r and thickness of
t h e shims r e q u i r e d MUST be a c c u r a t e l y
determined t o ensure satisfactory service
under a l l conditions during f o r w a r d a n d
reverse operaton. Special a t t e n t i o n t o
d e t a i l a n d c a r e in following t h e s e q u e n c e of
s t e p s outlined in t h e n e x t t w o p a r a g r a p h s
will e n s u r e t h e c o r r e c t m e a s u r e m e n t i s
made.
 PINION BEARING SINCE 1978
© pdfmanualpublisher.com 2005
10-85

A D A P T E R USED \
I
n
ON 4 0 0 SERIES
G E A R w s E ONLY Fh

MODELS

I
h I SINCE 1982
/ ' I
I
I
I
I
800SERlES
GEARCASES

. -.
, - ,
.d
SINCE 1982

*Detent balls not used on s o m e 800 s e r i e s gearcases.?

Exploded drawing of the 400/800 Series lower unit. Since 1981, OMC has not used the series designation, but rather
the Litre capacity of the power plant to identify the lower unit.
10-86 STERN MilVE © pdfmanualpublisher.com 2005
1- Assemble t h e pinion gear t o t h e
driveshaft, and t h e n place i t in a vise.
Tighten t h e nut t o a torque value of 60-65
ft-lbs. Remove t h e t h r u s t washer and bear-
ing. Place t h e shims removed during disas-
sembly o n t o t h e driveshaft shoulder. Obtain
special shimming tool for t h e unit being
serviced as follows:
Part No. 315767
400 Series S t e r n Drives
Part No. 321520
800 Series Stern Drives
Now, use t h e special shim gauge and a
feeler gauge t o m e a s u r e t h e c l e a r a n c e be-
tween t h e t o p of t h e gauge and t h e pinion
gear, as shown. If t h e shimming is c o r r e c t ,
t h e t o p end of t h e gauge should just touch
t h e bottom of t h e pinion gear with a ZERO
clearance. Add o r remove shims as required
t o obtain t h e ZERO clearance. Remove t h e
n u t and t h e pinion gear. Set t h e assembly
and t h e c o r r e c t number of shims aside until
ready f o r installation.
10-52 LOWER UNIT PINION
BEARING RACE INSTALLATION
MODELS SINCE 1978
On t h e 800 Series lower unit, t h e pinion
bearing r a c e i s installed from t h e t o p of t h e
unit. On t h e 400 Series units, t h e r a c e is
installed f r o m t h e bottom.
1- C o a t t h e roller with OMC Needle
Bearing Grease, or equivalent, and t h e n in-
s e r t i t into t h e bearing case. Use OMC
Special Tool No. 385546 and Installer No.
321518 t o install t h e bearing case i n t o t h e
800 Series lower units. Use Remover/
Installer Tool No. 385547 t o install t h e
bearing case in t h e 400 Series units.
Assemble t h e parts of Tool No. 385547 as
shown in t h e accompanying illustration. On
t h e 800 Series, place t h e bearing on t h e
installer tool with t h e bearing number f a c -
ing t h e tool.
On t h e 400 Series, place t h e bearing on
t h e installer tool with t h e bearing number
facind DOWN. A l i t t l e needle bearing
g r e a s e will hold t h e bearing on t h e tool. On
PINION BEARING
REMOVERIINSTALLER
 © pdfmanualpublisher.com 2005

t h e 800 Series, i n s e r t t h e tool a n d bearing

i n t o t h e g e a r c a s e , a n d t h e n d r i v e t h e bear-
ing i n t o p l a c e until t h e tool i s s e a t e d on t h e
f a c e of t h e g e a r c a s e . R e m o v e t h e tool f r o m
t h e gearcase.
O n t h e 400 Series, i n s e r t t h e tool
through t h e d r i v e s h a f t bore, a n d t h e n p l a c e
assembly, m a k e a m a r k w i t h a lead pencil on
t h e bearing and r e m o v e r / i n s t a l l e r through
t h e f r o n t of t h e pump opposite t h e pin. U s e
t h e propeller s h a f t bore and s c r e w i t o n t o a s t r a i g h t e d g e a n d m a k e a m a r k inside t h e
t h e tool. Hold t h e r e m o v e r / i n s t a l l e r w i t h a n
lower u n i t opposite t h e hole. Extend this
open- end wrench a n d at t h e s a m e t i m e t u r n
m a r k o u t w a r d a b o u t 5". Now, install t h e oil
t h e t o p s c r e w on t h e tool until t h e bearing i s pump and t h e f o r w a r d g e a r assembly i n t o
s e a t e d . R e m o v e t h e t o o l a n d t h e emo over/ t h e lower u n i t w i t h t h e m a r k s on t h e housing
Installer f r o m t h e g e a r c a s e . aligned w i t h t h e m a r k on t h e pump. Push or
2- S n a p t h e w a t e r pickup s c r e e n in p l a c e
t a p LIGHTLY w i t h a rubber m a l l e t until t h e
i n t h e lower unit. Install t h e set s c r e w i n t o
assembly is fully s e a t e d in t h e lower unit.
t h e s t a r b o a r d side of t h e l o w e r unit t o
s e c u r e t h e pinion r a c e a n d pickup s c r e e n in
place. 10-54
3- C o a t t h e pinion bearing r a c e at t h e GEAR
b o t t o m of t h e pinion d r i v e s h a f t b o r e w i t h MODE
OMC Needle Bearing G r e a s e , o r equivalent.
Install t h e s a m e number of n e e d l e bearings
by c o u n t as n o t e d during disassembly, i n t o P l a c e t h e pinion g e a r under t h e d in ion
t h e race. T h e g r e a s e will hold t h e m i n bearing. C A R E 'bl I o v ~ e rt h e drivkshef t
place. i n t o t h e l o w e r u n i t w i t h o u t losinq a n y of t h e
pinion n e e d l e bearings. C o e t t h e driveshaf t
10-53 OIL PUMP AND
w i t h oil, a n d t h e n i n s e r t t h e d r i v e s h a f t into
FORWARD GEAR INSTALLATION
t h e pinion gear. S e c u r e t h e pinion g e a r t o
MODELS SINCE 1978 t h e d r i v e s h a f t w i t h t h e pinion nut, using
1- O b s e r v e t h e pin on t h e b a c k s i d e of Tool No. 361875 and a t o r q u e wrench.
t h e oil pump. This pin MUST index i n t o t h e Tighten t h e n u t t o a t o r q u e value s f 60-65
hole in t h e lower unit. Before installing t h e f t-lbs, i l l u s t r a t i o n , n e x t page.
NEEDLE BEAR l NGS

Layout showmg proper arrangement of the shift

assist cylinder, push r o d , and the propeller shaft as t h e y
MUST be ~nstalled[n tile loiter unzt.
 TERN E © pdfmanualpublisher.com 2005
Tightening the pinion nut using a torque wrench, as
described in the text.
Installation of t h e propeller s h a f t , a s s i s t
valve, and plunger is n o t a s i m p l e task.
ilowever, with atience, attention t o detail,
a n d a n understanding of t h e installation se-
q u e n c e , t h e work c a n proceed smoothly
For photographic clarity, picture was taken without
the pinion aew.
w i t h o u t s e r i o u s problems o r t h e n e e d t o
disassemble a n d r e p e a t c e r t a i n steps. T h e
b e s t word of a d v i c e i s t o r e a d through t h e
following p r o c e d u r e at l e a s t t w i c e , o r until
t h e various p a r t s a n d t h e i r relationship t o
e a c h o t h e r including t h e installation se-
q u e n c e i s thoroughly f a m i l a r . B e f o r e t h e s e
units a r e installed in t h e lower unit, s o m e
assembling o n t h e b e n c h c a n b e p e r f o r m e d .
Assemble t h e propeller s h a f t and s h i f t e r
as outlined in S e c t i o n 10-46. O b s e r v e how
t h e boss on t h e plunger slides i n t o t h e c u t a -
w a y in t h e s h i f t rod. This a r r a n g e m e n t
MUST b e a c c o m p l i s h e d when t h e s e units a r e
installed in t h e lower unit. Also o b s e r v e
t h a t t h e s h i f t rod on t h e e n d of t h e propeller
s h a f t is heavy on the back side causing t h e
rod t o r o t a t e . T h e r e f o r e , when t h e propel-
l e r s h a f t i s held horizontal, t h e h e a v y s i d e
will t u r n t h e s h i f t rod downward.
I- L a y t h e lower u n i t on a f l a t s u r f a c e
w i t h t h e p o r t s i d e f a c i n g up. Adjust t h e u n i t
on t h e bench t o o f f e r a c l e a r view i n t o t h e
a s s i s t cylinder b o r e a n d a l s o i n t o t h e propel-
l e r s h a f t opening. Now, hold t h e propeller
s h a f t w i t h t h e h e a v y s i d e of t h e s h i f t rod
down a n d i n s e r t i t t h r o u g h t h e oil p u m p a n d
f o r w a r d g e a r assembly. Push t h e s h a f t in as
f a r as possible. U s e a flashlight t o illumi-
n a t e t h e i n t e r i o r of t h e s h i f t a s s i s t cylinder
bore. O b s e r v e t h e c u t a w a y in t h e s h i f t e r
rod. If you c a n n o t see t h e c u t a w a y , m o v e
t h e propeller s h a f t inward o r o u t w a r d until
i t i s visible.
2- With t h e propeller s h a f t in t h i s
position, CAREFULLY i n s e r t t h e push r o d
 © pdfmanualpublisher.com PROPELLER
a s s i s t cylinder a s s e m b l y i n t o t h e g e a r c a s e
w i t h t h e boss on t h e c y linder facing down
a n d t h e t e e t h of t h e s h i f t r a c k f a c i n g
t o w a r d t h e propeller. C o n t i n u e t o slowly
m o v e t h e a s s e m b l y i n t o t h e g e a r c a s e until i t
m a k e s c o n t a c t with t h e plunger. When t h e
valve and plunger a r e properly e n g a g e d ,
flat- to- flat, t h e valve a n d plunger c a n n o t b e
r o t a t e d . E x e r t a GENTLE downward pres-
s u r e on t h e a s s i s t cylinder and valve
assembly a n d a t t h e s a m e t i m e , slowly EASE
t h e propeller s h a f t backward t o e n g a g e t h e
plunger keyway w i t h t h e push rod key. T h e
g e n t l e downward pressure on t h e s h i f t a s s i s t
assembly will help t h e push rod key t o s l i p
i n t o t h e plunger keyway. A f t e r t h e proper
a l i g n m e n t h a s been m a d e , as just described,
push t h e propeller s h a f t and s h i f t a s s i s t
2005 SHAFT SINCE 1978 10-89
a s s e m b l y i n w a r d until full e n g a g e m e n t i s
reached. When t h e propeller s h a f t and t h e
s h i f t a s s i s t assembly a r e properly e n g a g e d ,
t h e a s s i s t valve a n d push rod CANNOT b e
rotated.
3- In t h e following o r d e r , install t h e
t h r u s t w a s h e r , t h r u s t bearing, a n d t h e re-
t a i n e r p l a t e o n t o t h e r e v e r s e gear. Install
t h e assembled reverse gear into t h e lower
unit.
4- WEAR SAFETY GLASSES a n d install
t h e t w o T r u a r c rings using a pair of No. 7
T r u a r c pliers, as shown in t h e a c c o m p n a y i n g
illustrations 4 & 4A. T h e s e rings a r e under
10-90 STERN DRIVE
© pdfmanualpublisher.com 2005

e x t r e m e pressures during removal and in-

stallation and may snap o u t of t h e pliers
with tremendous force. Therefore, t h e need
f o r t h e s a f e t y glasses.
5- Install a NEW O-ring onto t h e
propeller s h a f t bearing housing. C o a t t h e 0-
ring and t h e i n t e r f e r e n c e ring with OMC
G a s k e t Sealing Compound, o r equivalent.
Observe t h e cut-a-way in t h e propeller s h a f t
housing. This cut- a-way allows w a t e r t o
drain f r o m t h e housing.

rubber maliet. C o a t t w o NEW O-rings a n d

t h e housing a t t a c h i n g screws with OMC
G a s k e t Sealing Compound, or equivalent.
Install t w o of t h e screws, and then remove
t h e guide pins and install t h e o t h e r t w o
screws. Tighten t h e s c r e w s t o a torque
value of 10-12 f t-lbs.
7- Install t h e driveshaft t h r u s t bearing
and t h r u s t washer over t h e driveshaft. In-
s t a l l t h e shims on top of t h e t h r u s t washer.
Install t h e driveshaft housing using drive-
s h a f t seal p r o t e c t o r Tool No. 318674. C o a t
a NEW 0-;ing and t h e four housing a t t a c h -
ing s c r e w s with OMC Gasket Sealing Com-

6- Install t h e two guide pins into t h e

r e t a i n e r plate, b u t D O N O T t h r e a d them in
m o r e than TWO FULL TURNS.
Now, with t h e cut- a- way at t h e b o t t o m ,
install t h e s h a f t housing over t h e guide pins
and i n t o position on t h e lower unit.
LIGHTLY t a p t h e housing i n t o place with a
 EXHAUST HOUSING SINCE 1978
© pdfmanualpublisher.com 2005
10-9 1

pound, o r equivalent. Install t h e O-ring. REVERSE GEAR

Install t h e a t t a c h i n g s c r e w s a n d t i g h t e n
t h e m t o a t o r q u e value of 14-16 f t-lbs. DRIVESHAFT ROTATES
8- C o a t b o t h s i d e s of a NEW swivel CLOCKWISE

bearing r e t a i n e r g a s k e t w i t h OMC G a s k e t A !1
Sealing compound, o r e q u i v a l e n t a n d p l a c e i t
in position on t h e lower unit. CAREFULLY
lower t h e swivel b e a r i n g a s s e m b l y o v e r t h e
driveshaft and i n t o place. Secure t h e
a s s e m b l y w i t h t h e f o u r s c r e w s and lock-
washers. T i g h t e n t h e s c r e w s t o a t o r q u e
value of 7-9 f t-lbs. Install t h e s h i f t housing
and cable; see S e c t i o n 10-59.
9- P e r f o r m a f u n c t i o n a l c h e c k of t h e
s h i f t s y s t e m as follows: F i r s t , position t h e
lower unit upright a n d fill i t properly w i t h
OMC HI-VIS lube. T h e l u b r i c a n t i s neces-
s a r y t o m a k e t h e t h e hydraulic s h i f t a s s i s t
s y s t e m operational.
10- Next, i n s e r t a s e c t i o n of a n old s h a f t p i e c e onto t h e driveshaft with t h e
w a t e r p u m p s h a f t i n t o a n e l e c t r i c drill. T h e grooves in t h e w a t e r p u m p s h a f t indexed
s h a f t m a y h a v e t o be worked down t o f i t t h e w i t h t h e d r i v e s h a f t splines. Now, s t a r t t h e
drill chuck. Now, slide t h e w a t e r p u m p e l e c t r i c drill a n d s h i f t t h e u n i t a n u m b e r of
times through all three positions,
FORWARD GEAR FORWARD, NEUTRAL, a n d REVERSE by
DRIVESHAFT
- -~ ROTATES pulling on t h e s h o r t c a b l e f o r t h e f o r w a r d
CLOCKWISE
position, a n d on t h e long c a b l e f o r reverse.
If t h e r e is a n y e v i d e n c e of binding, t h e
PISTON DOWN
lower unit MUST b e disassembled t o d e t e r -
m i n e t h e cause.
PROPELLER

10-56 EXHAUST HOUSING

INSTALLATION
MODELS SINCE 1978

1- Apply a bead of Form- A- Gasket

m a t e r i a l t o t h e m a t i n g s u r f a c e of t h e ex-
h a u s t housing a n d swivel housing.
\ 2- F e e d t h e s h i f t c a b l e through t h e hole
FORWARD GEAR
in t h e e x h a u s t housing and at t h e s a m e t i m e
NEUTRAL lower t h e housing i n t o p l a c e on t h e lower
unit.
DRIVESHAFT ROTATES
CLOCKWISE
n

N O PROPELLER t
ROTATION

- i
-4

NEUTRAL
10-92 STERN DRIVE © pdfmanualpublisher.com 2005

3- Dip t h e six a t t a c h i n g s c r e w s in Perm- under t h e m o s t f r e q u e n t l y used e n g i n e s p e e d

a t e x No. 2, o r equivalent. S t a r t t h e f o u r a n d l o a d conditions.
a t t a c h i n g s c r e w s in t h e s i d e of t h e housing.
4-- S t a r t t h e o n e s c r e w inside t h e t r i m
t a b cavity. Tighten a l l f i v e s c r e w s s t a r t e d
t h u s f a r , t o a t o r q u e value of 18-20 ft- lbs.
Now, install t h e a n t i - c a v i t a t i o n p l a t e s c r e w
a n d t i g h t e n i t t o a t o r q u e value of 22-24 f t -
Ibs.
5- C o a t t h e t r i m t a b mounting screw-
b o t t o m , extension, c l a m p p l a t e , a n d c l a m p
s c r e w s with O M C G a s k e t Sealing Compound,
o r equivalent, a n d t h e n install t h e m t o t h e
lower unit. Tighten t h e c l a m p s c r e w s t o a
t o r q u e value of 8-10 ft- lbs. a n d t h e t r i m
t a b mounting s c r e w t o 28-32 ft- lbs.
The t r i m t a b m a y b e a d j u s t e d t o o b t a i n
e q u a l s t e e r i n g e f f o r t t o p o r t and s t a r b o a r d

EXHAUST HOUSING

10-57 UPPER GEAR NOUS

INSTALLATION
MODELS SINCE 1978

1- C o a t t h e nylon swivel housing washer

w i t h a l i b e r a l a m o u n t of O M C Anti-Corro-
sion Lube, o r equivalent. P l a c e t h e washer
on t h e b o t t o m of t h e swivel housing w i t h t h e
 UPPER GEAR HOUSl
© pdfmanualpublisher.com 2005
c o n c a v e s i d e t o w a r d s t h e housing. CHECK
t o b e s u r e t h e O- ring i s installed inside t h e
w a t e r pump s h a f t . (The illustration shows
t h e ring going i n t o p l a c e , however i t should
h a v e been installed when t h e w a t e r pump
w a s being assembled.)
2- F e e d t h e s h i f t c a b l e through t h e hole
in t h e upper g e a r housing a n d at t h e s a m e
t i m e lower t h e housing i n t o p l a c e on t h e
B
m UPPER HOUSING
lower unit. Turn t h e spline back- and- forth
t o b e s u r e i t is properly s e a t e d .
3- Install t h e nylon k e e p e r o v e r t h e s h i f t
c a b l e , a n d t h e n f e e d o n e e n d of t h e spring
t h r o u g h t h e holes in t h e keeper. A t t a c h t h e
o t h e r e n d of t h e spring t o t h e boss on t h e
a f t p a r t of t h e upper g e a r housing. On
m o d e l s equippped w i t h Tru- Course Steering,
align t h e f l a t on t h e f r o n t of t h e e x h a u s t
housing c o v e r spline w i t h t h e f l a t a t t h e
f r o n t of t h e w o r m w h e e l spline. Position
t h e ground spring on t h e boss at t h e t o p of
t h e upper g e a r housing. C o a t t h e e x h a u s t
housing c o v e r ring w i t h OMC Anti-Cor-
rosion Lube, o r equivalent. On models
equipped w i t h Tru- Course Steering, c h e c k t o
b e s u r e t h e f l a t on t h e e x h a u s t housing
c o v e r spline m a t c h e s t h e f l a t on t h e worm
wheel spline, a n d t h e n press t h e c o v e r i n t o
positon. -
4- Install t h e f o u r a t t a c h i n g s c r e w s t o
s e c u r e t h e e x h a u s t housing c o v e r a n d t i g h t -
e n t h e m t o a t o r q u e value of 13-15 ft-lbs.
Again, c h e c k t h e c l e a r a n c e b e t w e e n t h e
e x h a u s t housing c o v e r and t h e upper g e a r
housing. Install t h e bumper assembly a n d
t h e ground w i r e assembly o n t o t h e f r o n t of
t h e e x h a u s t housing cover. S e c u r e t h e m in
 © pdfmanualpublisher.com 2005
p l a c e w i t h t h e t w o mounting s c r e w s and
lockwashers. Tighten t h e s c r e w s t o a t o r q u e
value of 5-7 ft-lbs.
5- With t h e upper g e a r housing at i t s
b o t t o m - m o s t position, r e s t i n g n a t u r a l l y in
t h e lower unit, use a f e e l e r g a u g e and
m e a s u r e t h e g a p b e t w e e n t h e e x h a u s t hous-
ing c o v e r and t h e upper g e a r housing. Now,
l i f t t h e upper g e a r housing u p as f a r a s i t
will g o and again m e a s u r e t h e g a p w i t h t h e
f e e l e r gauge. T h e d i f f e r e n c e b e t w e e n t h e
t w o m e a s u r e m e n t s should n o t e x c e e d 0.005"
t o 0.015". If t h e c l e a r a n c e i s g r e a t e r t h a n
0.015" t h e e x t r a play m a y be brought within
t o l e r a n c e by shimming.
- If shimming i s required, r e m o v e t h e
four s c r e w s securing t h e e x h a u s t housing
c o v e r , a n d t h e n r e m o v e t h e cover. Shims
used t o l i m i t t h e upper g e a r housing move-
m e n t a r e available in i n c r e m e n t s of ten-
thousands inch thickness. S e l e c t t h e n u m b e r
of shims required t o r e s t r i c t t h e upper g e a r
housing m o v e m e n t a n d i n s t a l l t h e m o v e r t h e
s t e e r i n g post in t h e t o p c e n t e r of t h e upper
g e a r housing. C o a t a NEW O- ring w i t h O M C
Anti- Corrosion Lube, o r e q u i v a l e n t , a n d
t h e n install i t in t h e e x h a u s t housing cover.
7- P e r f o r m a s t e e r i n g g e a r rolling
t o r q u e test _o n u n i t s equipped w i t h Tru-
C o u r s e S t e e r i n g as follows: F i r s t d e t e r m i n e
if t h e v e r t i c a l d r i v e s t e e r i n g s y s t e m h a s
been properly a s s e m b l e d by using a n inch-
pound t o r q u e w r e n c h a n d a 1- 1/ 16" 12- point
s o c k e t on t h e spur gear. Turn t h e g e a r
clockwise as f a r as possible, a n d t h e n c o u n t -
e r c l o c k w i s e s i m u l a t i n g hard- over t o hard-
over. T h e t o r q u e r e a d i n g should n o t e x c e e d
10 in.-lbs.
8- Fill t h e upper g e a r housing SLOWLY
w i t h O M C HI-VIS G e a r c a s e Lube. T h e o i l
l e v e l in t h e upper g e a r housing i s m e a s u r e d
w i t h t h e oil l e v e l g a u g e plug just r e s t i n g o n
t h e f i r s t t h r e a d of t h e hole in t h e housing.
NEVER s c r e w t h e g a u g e plug i n t o t h e hous-
i n g t o m e a s u r e t h e oil level. C h e c k t h e oil
l e v e l a s e c o n d t i m e a f t e r a b o u t 20- minutes.
Any topping o f f should b e a cornplished
 © pdfmanualpublisher.com 2005
through t h e g e a r c a s e topmost fill and oil
level gauge plug. ALWAYS use a new fill
plug washer. Check t h e oil level a third
t i m e before tightening t h e plug t o a torque
value of 10-12 f t-lbs.
10-58 STERN DRIVE INSTALLATION
MODELS SINCE 1978
BEFORE t h e s t e r n drive is installed,
check t o be sure t h e b a t t e r y cables at t h e
b a t t e r y have been DISCONNECTED t o pre-
v e n t accidental shorting of t h e shift c o r e
wires on electrical p a r t s during installation
of t h e s t e r n drive. If t h e shift c o r e wires
a r e damaged, t h e e n t i r e shift cable asembly
would have t o be replaced.
On boats equipped with Tru-Course
Steering, t h e steering c a b l e MUST be instal-
led in t h e boat and t h e helm and drum in t h e
intermediate housing MUST be c e n t e r e d be-
f o r e t h e s t e r n drive is installed.
FOLLOW t h e installation instructions
closely t o ensure t h e stern drive is installed
in t h e straight- ahead position t o provide
equal steering t o port and starboard. For
detailed instructions regarding installation
and adjustment of t h e steering system, s e e
C h a p t e r 7.
INSTALLATION SINCE 1978 10-95
TRUNNION BEARING
LINERS
,
PJOULDEDSEAL
'/ LINERS FORWARD
1- .- - -F -
I T-
T-I N G
1- C o a t NEW O-rings and trunnion bear-
ing liners with OMC Anti-Corrosion Lube.
Install t h e O-rings into t h e trunions and t h e
liners with t h e slot in t h e liner facing
FORWARD.
2- S t a r t t h e c o r e end fittings, t h e wires,
and t h e shift cable into t h e hole through t h e
i n t e r m e d i a t e housing. Move t h e stern drive
into position until t h e trunion bearings a r e
against t h e bearing s e a t s and at t h e s a m e
t i m e guide t h e shift c a b l e through t h e inter-
m e d i a t e housing until t h e molded rubber
seal f i t t i n g is almost entering t h e interme-
d i a t e housing passage. Check t o be sure t h e
turnnion bearing liners a r e in t h e proper
position with t h e slot still facing forward.
3- The pivot c a p s a r e a r e identified with
a R and L f o r right and l e f t side installation
and a r e NOT interchangeable. Install t h e
_ _.
SHIFT CABLE ENTRY iNTC
SHIFT C A B L t INTERMEDIATE HOUSING
10-96 STERN DRIVE © pdfmanualpublisher.com 2005

proper pivot c a p on e a c h s i d e a n d s t a r t t h e
a t t a c h i n g bolts. Bring t h e b o l t s u p just snug
b u t DO NOT t i g h t e n t h e m at t h i s time.
4- Install t h e g a s k e t , c o v e r p l a t e , a n d
pivot c a p c o v e r t o t h e i n t e r m e d i a t e housing
on e a c h side. Align t h e holes through t h e
p l a t e , g a s k e t a n d c o v e r w i t h t h e holes in t h e
housing. T h e word TOP is s t a m p e d on t h e
p l a t e as a n a i d to installation. Install t h e
a t t a c h i n g s c r e w s w i t h t h e ground w i r e under
t h e upper f o r w a r d s c r e w on t h e l e f t (port)
s i d e cover. Tighten t h e c o v e r s c r e w s t o a
t o r q u e value of 5-7 ft- lbs.
5- Tighten t h e pivot c a p bolts on e a c h
s i d e t o a t o r q u e value of 18-20 ft- lbs.
L u b r i c a t e e a c h trunnion w i t h O M C Anti- pull t h e bushing through t h e hole b e c a u s e i t
c o r r o s i o n Lube, o r e q u i v a l e n t , through t h e i s t a p e r e d and o n c e through t h e hole c a n n o t
f i t t i n g on e a c h cap. O n units equipped w i t h b e pulled b a c k i n t o position w i t h o u t s e r i o u s
Tru- Course s t e e r i n g , c o a t t h e o u t e r s t e e r i n g d a m a g e t o t h e cable. Lay t h e s h i f t c a b l e s
s h a f t f i t t i n g under t h e s t e e r i n g g e a r and t h e inside t h e b o a t on t h e d e c k on t h e p o r t s i d e
f i t t i n g on t h e side of t h e i n t e r m e d i a t e hous- a n d b e s u r e t h e y d o n o t c o m e in c o n t a c t
ing w i t h O M C Anti- Corrosion l u b r i c a n t , o r with any electrical part.
equivalent. 7- T e m p o r a r i l y c o n n e c t t h e c a b l e s t o
6- CAREFULLY pull t h e c a b l e through t h e battery and raise t h e stern drive t o t h e
t h e i n t e r m e d i a t e housing until t h e rubber full up position. From outside t h e boat,
bushing on t h e c a b l e e n t e r s t h e hole. Pull i n s t a l l t h e c a b l e r e t a i n e r s c r e w , lockwasher,
t h e f i t t i n g i n t o t h e hole until i t is flush w i t h c a b l e r e t a i n e r , a n d e x t e r n a l lockwasher,
t h e housing s u r f a c e . TAKE CARE NOT t o i n t o t h e i n t e r m e d i a t e housing, as shown.
NOTICE t h e position of t h e e x t e r n a l lock-
washer. T h e s e p a r t s m u s t b e installed, as
 © pdfmanualpublisher.com SHIFT
shown, t o p r e v e n t t h e rubber bushing on t h e
c a b l e f r o m slipping o u t a n d w a t e r e n t e r i n g
t h e boat. T i g h t e n t h e c a b l e r e t a i n e r s c r e w
t o a t o r q u e value of 5-7 ft- lbs.
8- Lower t h e s t e r n d r i v e t o t h e full
down position. T h e s t e r n d r i v e MUST b e in
t h e full down position in o r d e r t o install t h e
bumpers. D i s c o n n e c t t h e b a t t e r y c a b l e s a t
t h e b a t t e r y . I n s e r t a d r o p o r t w o of oil i n t o
e a c h b u m p e r hole, a n d t h e n push t h e m o n t o
t h e pivot caps.
SHIFT CABLE H O L E
I /
LOCKWASHER
10-59 SHIFT CONVERTER
CABLE INSTALLATION
MODELS SINCE 1978
T h e following p r o c e d u r e s pickup t h e
work a f t e r t h e s h i f t c o n v e r t e r has b e e n
installed a c c o r d i n g t o t h e i n s t r u c t i o n s out-
lined i n S e c t i o n 10-25.
2005 CONVERTER SINCE 1978 10-97
G R O U N D :':IRE U N D E R H E A D O F
P I V O T C A P S C R E l ' I AS S H O R N
I- C h e c k t o b e s u r e t h e c o t t e r pin is in
position in t h e hole in t h e s q u a r e tubing of
t h e c o n v e r t e r box, a n d t h e s c r e w d r i v e r is
s t i l l in p l a c e b e t w e e n t h e c o n v e r t e r box a n d
t h e pawls.
2- CAREFULLY f e e d t h e c a b l e c o r e s
one- at- a- time through t h e "D" hole i n t o t h e
s h i f t c o n v e r t e r housing. Align t h e f l a t on
t h e c a b l e w i t h t h e f l a t in t h e housing, a n d
t h e n push t h e c a b l e i n t o place.
3- Lay t h e s h o r t c a b l e c o r e i n t o t h e
l o w e r g r o o v e of t h e s e g m e n t pulley, a n d
t h e n i n s e r t t h e plug of t h e e n d f i t t i n g i n t o
i t s r e c e s s w i t h t h e c a b l e passing through t h e
slot. Lay t h e long c a b l e c o r e w i r e o v e r t h e
t o p of t h e idler pulley, t h e n around t h e
pulley a n d along t h e upper g r o o v e of t h e
s e g m e n t pulley. I n s e r t t h e e n d f i t t i n g i n t o
i t s r e c e s s w i t h t h e c a b l e c o r e passing
through t h e slot.
C h e c k t o b e s u r e t h e c a b l e c o r e s a r e NOT
CROSSED. C r o s s e d c a b l e s would r e s u l t i n
10-98 STERN DRIVE © pdfmanualpublisher.com 2005

'ID" HOLE PL.ASTIC C A B L E GUIDE

SHIFT ARM
I W I

HITCH P I N S ' el
v e r y hard shifting. C h e c k t o be s u r e e a c h
e n d f i t t i n g i s fully s e a t e d in i t s r e c e s s a n d 6- Install t h e black p l a s t i c c a b l e c o v e r
t h e c o r e w i r e s pass t h r o u g h t h e s l o t s proper- o v e r t h e s h i f t c a b l e cores. Install t h e c o v e r
ly* p l a t e a n d s e c u r e i t in p l a c e w i t h t h e f o u r
4- Install a h i t c h pin through t h e boss of a t t a c h i n g screws. Install t h e s h i f t a r m .
e a c h e n d f i t t i n g r e c e s s w i t h t h e round e n d s ONE MORE WORD: Any t i m e t h e s t e r n
f a c i n g inward, and t h e n t u r n t h e m downward d r i v e i s r e m o v e d f r o m t h e b o a t , or a n y p a r t s
t o lock t h e e n d f i t t i n g s in place. of t h e s h i f t s y s t e m h a v e been r e p l a c e d , t h e
5- R e m o v e t h e c o t t e r pin a n d screw- s h i f t m e c h a n i s m MUST b e properly a d j u s t e d
driver f r o m t h e s q u a r e tubing of t h e s h i f t a c c o r d i n g t o t h e p r o c e d u r e s outlined in t h e
c o v e r t e r , placing spring tension on t h e c a b l e next section.
cores. Now, c a r e f u l l y c h e c k t h e i n s t a l l a t i o n
work t h u s f a r . T h e c a b l e s should b e proper-
ly s e a t e d in t h e i r grooves in t h e s e g m e n t
pulley and around t h e idler pulley. The
c a b l e s should n o t b e c r o s s e d , a n d t h e e n d
f i t t i n g s should be fully s e a t e d i n t h e i r reces-
ses a n d s e c u r e d in p l a c e w i t h t h e h i t c h pins.
 SHIFT
© pdfmanualpublisher.com 2005 MECHANISM SINC

10-60 SHIFT MECHANISM ADJUSTMENT

MODELS SINCE 1978

1- Disconnect t h e r e m o t e c o n t r o l s h i f t
c a b l e , if i t is a t t a c h e d . R e m o v e t h e p l a s t i c
a l i g n m e n t f i x t u r e , if i t i s installed.
2- R e m o v e t h e propeller b e f o r e s t a r t i n g
t h e e n g i n e t o p r e v e n t possible s e r i o u s injury
f r o m s o m e o n e c o m i n g in c o n t a c t with i t
while t h e e n g i n e is o p e r a t i n g a n d t h e s t e r n
drive i s in gear.
3- S t a r t t h e engine.
CAUTION: Water must circulate through
the lower unit to the any time the en-
gine is run to preven e to the water
pump in the lower unit. Just five seconds
without water will damage the water pump.
With t h e e n g i n e running, m o v e t h e s h i f t
a r m on t h e s h i f t c o n v e r t e r housing t o t h e
full f o r w a r d position. Now, slowiy m o v e t h e
a r m in t h e opposite d i r e c t i o n until t h e unit
m o v e s o u t of F D g e a r , Mark t h i s
position on t h e d e c a l in i i n e w i t h t h e a r r o w
on t h e s h i f t a r m .
4- Move t h e s h i f t a r m t o t h e full
r e a r w a r d positon. Slowiy m o v e t h e a r m in
t h e opposite d i r e c t i o n until t h e unit m o v e s
o u t of REVERSE g e a r . Again, m a k e a m a r k
on t h e d e c a l in l i n e w i t h t h e a r r o w on t h e
jhift a r m .
MARK " OUT-OF-GEA

' / I
OUT OF FORWARD
- -
 © pdfmanualpublisher.com 2005

K " BUT-OF-GEAR" 21/32 INCH

MINIMUM.+ -.
-.

m
OUT OF REVERSE GEAR @
5- Make a third m a r k on t h e d e c a l a t t h e
mid- point b e t w e e n t h e f i r s t t w o marks.
This m a r k will i n d i c a t e t h e c o r r e c t nominal
NEUTRAL position.
r e t a i n e r , and t h e n t i g h t e n t h e s c r e w
- T h e di b e t w e e n t h e f i r s t and
FINGERTIGHT.
second marks b e at l e a s t 21/32", as
8- Position t h e s h i f t a r m at t h e
shown in t h e a c c o m p a n y i n g illustration.
NEUTRAL mark. Slip t h e s h i f t c a b l e e n d
R e p e a t t h e procedure t o verify t h e accuracy over t h e pin on t h e s h i f t a r m . If i t is
of t h e marks. If t h e d i s t a n c e b e t w e e n t h e
n e c e s s a r y t o m o v e t h e s h i f t a r m off t h e
f i r s t and s e c o n d m a r k i s less t h a n t h e
m a r k , a d j u s t t h e black knob in t h e a n c h o r
required minimum, t h e e n g i n e m a y s t a r t
p o c k e t until t h e s h i f t c a b l e e n d c a n b e
while in g e a r c r e a t i n g a v e r y h a z a r d o u s
slipped o v e r t h e pin w i t h t h e s h i f t a r m on
ion. Therefore, t h e shift system
t h e NEUTRAL mark. A f t e r a d j u s t m e n t h a s
be carefully checked t o determine
been made, tighten t h e retainer screw t o a
why t h e n e u t r a l r a n g e is less t h a n t h e min-
t o r q u e value of 5-7 ft- lbs. Install t h e wash-
i m u m required f o r s a f e operation. S t o p t h e
e r and c o t t e r pin on t h e s h i f t a r m .
engine.
7- To install t h e r e m o t e c o n t r o l c a b l e ,
f i r s t loosen t h e r e t a i n e r s c r e w , a n d pivot REMOTE CONTROL
r e t a i n e r to c l e a r t h e a n c h o r pocket. Insert
t h e r e m o t e c o n t r o l c a b l e , reposition t h e
M A R K NEUTRAL POSITIOY, RETAINER TO BE
CABLE
\
REMOTE CONTROL
\ CABLE
SHIFT

\
CENTERED BETWEEN ''0~1- I \ PLACE
OF C E A R M A R K S A s wow,\ \

/ \
SHIFT CONVERTER ANCHOR
HOUSING POCKET
© pdfmanualpublisher.com 2005
HIFT MECHANISM 10- 10 1

COTTER PIN
INSERT AS SHO
PUSH
SHIFT CABLE

- C h e c k t o be s u r e t h e c o t t e r pin which
is a t t a c h e d by a wire t o t h e shift c o n v e r t e r
housing, is removed. If t h e shift system i s
operated with this pin in place, t h e system
would lose t h e s t a r t in gear protection o r
function properly.
Check t h e tensioner by raising t h e
pawls and pushing in on t h e shift c a b l e
assembly. DO NOT raise t h e pawls anv fur-
t h e r than necessary t o disengage t h e ten-
sioner. The additional displacement of t h e
pawls may c a u s e distortion t o t h e torsion
spring or dislocate t h e spring. Engage t h e
pawls again and allow t h e spring t o auto-
matically place tension on t h e cable DO
T pull on t h e c a b l e t o obtain additional
tension because t h e increased tension would
increase t h e f o r c e required t o s h i f t at t h e
r e m o t e control handle.
10-102 STERN DRIVE
© pdfmanualpublisher.com 2005
11- This s t e p may be performed while
t h e boat is in t h e w a t e r or out of t h e water.
If t h e adjustment is made while t h e boat is
o u t of t h e water a n OMC Flushing Adaptor
Kit should b e installed t o supply adequate
cooling w a t e r through t h e stern drive and
t h e engine.
S t a r t t h e engine and allow i t t o warm t o
operating temperature.
CAUTION: Water must circulate through
the lower unit to the engine any time the en-
gine is run to prevent damage to the water
pump in the lower unit. Just five seconds
without water will damage the water pump.
Cycle t h e remote control through t h e
t h r e e gear positions several times. Shut t h e
engine down and a t t e m p t t o s t a r t i t in
FORWARD. The engine should not start.
A t t e m p t t o s t a r t t h e engine in REVERSE.
The engine should not start. If t h e engine
does s t a r t in either forward or reverse gear,
readjust t h e r e m o t e control. If t h e engine
still continues t o s t a r t when t h e shift con-
trol unit is in forward or reverse positions,
t h e NEUTRAL position MUST be adjusted as
outlined in t h e next step.
Disconnect t h e r e m o t e control cable
from t h e shift a r m pin at t h e shift convert-
er. Set t h e engine t o operate at 800 rpm
while t h e unit is in gear. Cycle t h e shift
mechanism t h r e e or four times through t h e
complete shift range, NEUTRAL,
FORWARD, NEUTRAL, REVERSE, and
NEUTRAL, t o represent one cyle. The unit
should shift smoothly with no delay. If t h e
unit shifts hard, or o t h e r problems a r e
encountered, t h e shift mechanism must be
disassembled and inspected.
flOUNTlNG SCREW
Screw which must be loosened to make a trim tab
adjustment.
10-61 TRIM TAB ADJUSTMENT
MODELS SINCE 1978
The trim t a b may b e adjusted t o obtain
equal steering e f f o r t t o port and starboard
under t h e most frequently used engine speed
and load conditions.
O p e r a t e t h e boat at t h e engine speed and
trim s e t t i n g m o s t frequently used. Turn t h e
helm from hard-over in one direction t o
hard-over in t h e opposite direction. Make
a n evaluation t o determine in which direc-
tion t h e least amount of e f f o r t is required.
Move t h e trim t a b slightly t o t h e side
which seems t o require t h e least effort, port
or starboard. Tighten t h e trim t a b clamp
and mounting screws, and then recheck t h e
adjustment. R e p e a t t h e procedure, moving
t h e trim t a b very slightly until t h e steering
e f f o r t appears t o be equal in both direc-
tions.
After a satisfactory adjustment has been
made, tighten t h e t r i m t a b clamp screws t o
a torque value of 10-12 ft-lbs. and t h e trim
t a b mounting screw t o 28-32 ft-lbs.
CLAMP SCREWS
Indicator reference marks used when making the
trim tab adjustment.
 © pdfmanualpublisher.com 2005

IATE HOUSING
1 1-1 INTRODUCTION
The i n t e r m e d i a t e housing is t h e assembly
connecting t h e engine inside t h e boat t o t h e
s t e r n drive on t h e outside. T h e forward end
of t h e i n t e r m e d i a t e housing i s a t t a c h e d t o
t h e engine through a bell housing adaptor.
The housing then e x t e n d s through t h e boat's
transom where t h e s t e r n drive is connected
t o t h e a f t end.
A rubber boot surrounds t h e housing and
is secured t o t h e boat with sealer and
screws.
11-2 TROUBLESHOOTING
The i n t e r m e d i a t e housing contains t h e
power-flow link between t h e engine and t h e
s t e r n drive. This is accomplished through
t h e use of a splined s h a f t and coupler at t h e
engine flywheel. A t t h e s t e r n drive end, t h e
power is t r a n s m i t t e d through a set of ball
gears. T h e ball g e a r driveshaf t and bearings
pass through t h e c e n t e r of t h e i n t e r m e d i a t e
housing.
As t h e n a m e implies, a t i l t motor and
t i l t mechanism is used t o raise and lower
t h e s t e r n drive.
The t i l t motor is mounted on t h e port
side of t h e i n t e r m e d i a t e housing inside t h e
boat. Power f r o m t h e t i l t motor is trans-
m i t t e d through a clutch- and- worm g e a r
a r r a n g e m e n t t o t h e t i l t mechanism on t h e
port side outside t h e boat.
Water f o r engine cooling f r o m t h e lower
unit passes through t h e sides of t h e inter-
m e d i a t e housing t o w a t e r o u t l e t s inside t h e
boat.

If evidence of w a t e r leaking i n t o t h e
boat is noticed, t h e c a u s e m a y b e a defec-
t i v e rubber boot seal. C h e c k t h e transom
s c r e w s t o b e s u r e t h e y a r e secure. Inspect
t h e boot f o r holes or signs of leaking around
t h e clamp. R e p l a c e t h e baot if i t has lost
i t s flexibility. If excessive driveshaf t noises
a r e heard, t h e c a u s e may b e d e f e c t i v e bear-
ings, a bad ball g e a r , or worn splines in t h e
i n t e r m e d i a t e drive assembly.
A leaking boot c a n be replaced a f t e r
removing t h e s t e r n drive; s e e C h a p t e r 10.
Removal of t h e i n t e r m e d i a t e housing m a y
be accomplished a f t e r t h e following work
h a s been performed in t h e sequence given.
1- If t h e engine must b e removed, s e e
C h a p t e r 3.
The intermediate housing is the connecting link 2- Disconnect t h e s t e e r i n g linkage; see
between the engine and the stern drive. C h a p t e r 7.
 © pdfmanualpublisher.com 2005

3- R e m o v e t h e s t e r n drive; see C h a p t e r
10.
4- R e m o v e t h e t i l t mechanism; see
C h a p t e r 8.
5- R e m o v e t h e t r a n s o m boot and ball
g e a r d r i v e s h a f t assembly; see S e c t i o n s in
this Chapter.

11-3 SERVICING THE BOOT

REMOVAL

1- R e m o v e t h e s t e r n drive; see C h a p t e r
10. From o u t s i d e t h e b o a t , r e m o v e a l l
s c r e w s a t t a c h i n g t h e boot t o t h e transom.
2- Pull t h e boot a w a y f r o m t h e t r a n s o m
f a r enough t o p e r m i t r e m o v a l of t h e l a r g e
c l a m p holding t h e boot t o t h e housing, a n d
t h e n r e m o v e t h e clamp. T
t o d a m a g e t h e boot as i t i s slipped o v e r t h e
pivot c a p s and t h e t i l t c l u t c h housing.

INSTALLATION The word TOP is impregnated in the rubber t o

3- C l e a n t h e old s e a l e r f r o m t h e t r a n -
som. Use a s c r a p e r t o r e m o v e t h e bulky
material and t h e n wipe t h e s u r f a c e
thoroughly w i t h a c e t o n e o r o t h e r s u i t a b l e
c l e a n e r . Position t h e c l a m p o v e r t h e hous-
identify proper positioning of the boot during installa-
tion.
ing. Work t h e boot o v e r t h e t i l t c l u t c h a n d
pivot a r m s , and t h e n p l a c e i t in position
w i t h t h e i m p r e g n a t e d w o r d TOP upright. F i t
t h e boot around t h e housing, and t h e n tight-
 © pdfmanualpublisher.com 2005 BOOT SERVICE 1 1-3

e n t h e clamp. Lay down a bead of good

s e a l e r on t h e t r a n s o m in t h e a p p r o x i m a t e
location f o r t h e e d g e of t h e boot.
4- Install t h e a t t a c h i n g s c r e w s through
t h e boot i n t o t h e t r a n s o m w i t h UTMOST
CARE. ONE SLIP w i t h t h e s c r e w d r i v e r
m i g h t punch a hole in t h e boot seal. A f t e r
a l l t h e s c r e w s a r e s e c u r e l y in place, i n s t a l l
t h e s t e r n drive; see C h a p t e r 10.

11-4 BALL GEAR DRIVESHAFT

Two d i f f e r e n t d r i v e s h a f t a s s e m b l i e s h a v e
b e e n used o v e r t h e y e a r s in t h e i n t e r m e d i a t e
housing.
A lubrication f i t t i n g and plug w a s in-
s t a l l e d on e a r l y model housings. T h e plug o n
t h e side of t h e f i t t i n g MUST b e r e m o v e d a n y
t i m e this unit i s l u b r i c a t e d t o allow a i r t o
e s c a p e as t h e lubrication fills t h e c a v i t y . If
t h e plug i s n o t r e m o v e d , t h e d r i v e s h a f t s e a l s
will b e DAMAGED.
L a t e model housings h a v e a n oil
reservoir t o l u b r i c a t e t h e d r i v e s h a f t . T h e
oil-fill plug is l o c a t e d on t o p of t h e housing,
just a f t of t h e t r a n s o m boot.

DISASSEMBLING

1- R e m o v e t h e s t e r n drive; see C h a p t e r t o t h e i n t e r m e d i a t e housing.

10. R e m o v e t h e c a p s c r e w s securing t h e
d r i v e s h a f t r e t a i n e r plate- and- seal assembly
2- Pull t h e driveshaf t- and-ball g e a r
assembly, t o g e t h e r w i t h t h e r e t a i n e r plate-
and- seal a s s e m b l y s t r a i g h t o u t of t h e hous-
ing. T h e s e t w o a s s e m b l i e s a r e r e m o v e d in
t h e s a m e m a n n e r f r o m b o t h e a r l y and l a t e

- B A L L GEAR

VENT , ,
CrDEW %_ \

Early model intermediate housings use grease as a

lubricant for the inner bearing. During replenishment
of the lubricant, the vent screw must be removed t o
release pressure build up.
1 1-4 INTERMEDIATE HOUSING
© pdfmanualpublisher.com 2005
model i n t e r m e d i a t e housings. A FEW GOOD
WORDS: If w a t e r has reached t h e inside of
t h e housing, i t may be necessary t o use a
puller or slide h a m m e r t o remove t h e shaft.
If t h e driveshaft is rusted in place, t h e
engine may have t o b e removed in order t o
drive t h e s h a f t o u t from inside t h e boat. On
Intermediate driveshaft showing major parts men-
tioned in the text.
l a t e model housings, t h e ball g e a r must b e
removed t o accomplish a seal replacement.
On early models, t h e bearings must be re-
moved in order t o r e p l a c e t h e seal.
3- Use a slide h a m m e r , and remove t h e
inner bearing r a c e and seal.
WORN BALL
Damage to this ball gear was caused by operating
the engine with the stern drive in the up position.
 © pdfmanualpublisher.com 2005 BALL GEAR DRIVESHAFT 1 1-5

\
SEAL RETAINER

ROTATE SHAFT AND BEARING

ASSEMBLY UNDER 15 L B
PRELOAD AND SHIM
TO THIS DIMENSION

Arrangement of the driveshaft, seals, ball gears, and

bearings.

4- A f t e r t h e d r i v e s h a f t h a s b e e n remov-
e d on l a t e m o d e l housings, r e m o v e t h e c o r e
plug f r o m t h e c e n t e r of t h e ball gear. This
c a n b e accomplished by punching t h e plug
a b o u t 1/4" f r o m t h e e d g e w i t h a prick
punch, and t h e n prying t h e plug out.
5- Loosen t h e r e t a i n i n g nut. O n s o m e
models, t h e s h a f t i s a p r e s s f i t w i t h o u t a
nut. Hold t h e n u t w i t h a 1-1/8" s o c k e t
wrench, a n d t h e ball g e a r w i t h t o o l No.
980336. Now, hold t h e ball g e a r and t u r n
t h e n u t f r e e of t h e s h a f t . P r e s s t h e s h a f t
o u t of t h e ball g e a r .

This water deflector should be installed on all 1973-

7 6 model units for proper cooling of the ball gears.
1 1-6 INTERMEDlATE HOUSING
© pdfmanualpublisher.com 2005

4
BEAR lNG COUPLER

The driveshaft MUST be a tight fit into the flywheel

coupler.
6- Press t h e bearings as a n assembly
f r o m t h e engine spline end of t h e driveshaft.
Use Mac Tool No. BS-2 behind t h e bearings
t o s e p a r a t e them. The inner cup i s pressed
into t h e i n t e r m e d i a t e housing and must be
removed with a puller. The housing bearing
r a c e has a larger d i a m e t e r than t h e drive-
s h a f t race; Therefore, NEVER interchange
t h e s e races.

CLEANING AND INSPECTING

A f t e r t h e bearings have been removed

f r o m t h e shaft, slide t h e driveshaft into t h e

Exploded drawing of the intermediate housing. Minor design changes have been made through the years, altering the
shape of some parts, but basically, the functional operation and service of the unit has remained almost constant.
 © pdfmanualpublisher.com 2005
I f the ball gears are worn more than 1/3 their
original size, both gears MUST be replaced.
intermediate housing and check t h e play on
t h e male and f e m a l e splines. The driveshaft
should be a slide f i t with almost no play.
Inspect t h e splines on t h e end of t h e
driveshaf t. Replace t h e driveshaf t if t h e r e
i s evidence of rotating play, wear, o r if t h e
splines have sharp edges. If t h e driveshaft
is replaced, ALWAYS replace t h e coupler on
t h e engine flywheel because t h e splines on
t h e coupler will also be worn or damaged.
To replace t h e flywheel coupler; s e e t h e
appropriate section for your particular
power plant in C h a p t e r 3.
BALL GEAR DRIVESHAFT 11-7
Testing for side play on the splines o f the driveshaft
and coupler.
ASSEMBLING THE BALL GEAR
DRIVESHAFT
-
1- Use oil retainer installer Tool No.
308100 and a n arbor press and install NEW
seals in t h e driveshaft oil retainer. Install
t h e seals BACK-TO-BACK with t h e lip of
t h e inner seal facing into t h e i n t e r m e d i a t e
housing. This arrangement will place t h e
hard side of t h e seals against e a c h other.
Early model housings use only one seal.
1 1-8 INTERMEDIATE H0U © pdfmanualpublisher.com 2005

2- Use Tool No. 3 1 1873 and p r e s s b o t h

bearings o n t o t h e d r i v e s h a f t until t h e o u t e r
b e a r i n g b u t t s a g a i n s t t h e shoulder of t h e
spline. C o a t t h e splines of t h e d r i v e s h a f t
w i t h 3 M S e a l e r 1300, o r equivalent, a n d t h e n
slide a NEW spline s e a l o n t o t h e d r i v e s h a f t .
Position t h e s e a l r e t a i n e r o v e r t h e ball g e a r
e n d of t h e s h a f t , w i t h t h e inner s u r f a c e
a g a i n s t t h e o u t e r bearings. Now, s t a n d t h e
s h a f t a n d r e t a i n e r upright on a f l a t s u r f a c e
w i t h t h e ball g e a r e n d of t h e s h a f t in a hole
s o t h e s h a f t is supported by t h e r e t a i n e r .
3- C h e c k t o be s u r e t h e ball g e a r e n d of
t h e s h a f t and t h e i n t e r n a l d i a m e t e r of t h e m e a s u r e m e n t should b e 0.007 +0.00lU f o r
ball g e a r a r e c l e a n a n d f r e e of oil. C o a t t h e proper e n d play. Shims in varying dimen-
s h a f t e n d and i n t e r n a l d i a m e t e r of t h e ball sions f r o m 0.002" t o 0.010" a r e available t o
g e a r w i t h O M C Locquic P r i m e r "T" a n d t a k e up e x c e s s i v e e n d play. A t l e a s t ONE
allow i t t o dry f o r at l e a s t t e n minutes. shim should a l w a y s b e used. On early
Apply L o c t i t e K e y f i t t o t h e ball g e a r e n d of a r e used, t h e r e f o r e
t h e s h a f t , and t h e n i n s t a l l t h e s e a l r e t a i n e r t h e s e s h a f t s will h a v e s o m e e n d play.
a n d ball g e a r o n t o t h e s h a f t . Hold t h e ball - Slide t h e s e l e c t e d s h i m s f r o m t h e
g e a r w i t h Tool No. 980336 and t i g h t e n t h e previous s t e p o v e r t h e d r i v e s h a f t a n d down
s h a f t n u t w i t h a 1-1/8" s o c k e t w r e n c h t o a t o t h e retainer. AKE NOTE: T h e s h i m s
t o r q u e value of 95-100 ft-lbs. R e m o v e a n y will only g o o n t o t h e s h a f t o n e way. NEVER
excess Loctite. On models without t h e a t t e m p t t o f o r c e t h e m on t h e o p p p o s i t e
s h a f t n u t , press t h e ball g e a r o n t o t h e shaft. way.
4- Apply Silastic 732 RTV S e a l a n t t o t h e 7- Install t h e s e a l o n t o t h e d r i v e s h a f t ,
c o r e plug seat in t h e ball g e a r . I n s e r t t h e a n d t h e n m o v e i t b a c k e x a c t l y 1-3/16" f r o m
plug in i t s seat, a n d t h e n e x p a n d t h e plug by h a f t e n d , as shown.
t a p p i n g i t in t h e c e n t e r with a h a m m e r . - C o a t t h e splines of t h e d r i v e s h a f t
5- P l a c e t h e o u t e r r a c e of t h e i n t e r - w i t h multi- purpose g r e a s e . CAREFULLY
m e d i a t e housing b e a r i n g o n t o t h e inner
bearing. Hold O M C Tool No. 908286 shim
g a u g e squarely on t o p of t h e i n t e r m e d i a t e
housing. Now, m e a s u r e t h e c l e a r a n c e be-
t w e e n t h e e n d of t h e g a u g e a n d t h e f l a t
s u r f a c e of t h e s e a l r e t a i n e r w i t h a f e e l e r
gauge. Apply a b o u t a 2 5 pound load by
pressing down on t h e o u t e r b e a r i n g a n d a t
t h e s a m e t i m e m e a s u r e t h e c l e a r a n c e again.
The difference between t h e first and second
 © pdfmanualpublisher.com 2005
i n s e r t t h e splined e n d i n t o t h e bore of t h e
i n t e r m e d i a t e housing w i t h o u t t i l t i n g t h e
bearing. S e a t t h e driveshaf t in position.
9- Instal1 the attaching - screws and
washers, t h e n t i g h t e n t h e m t o a torque
value of 10-12 ft- lbs.
BALL GEAR DRIVESHAFT 11-9
10- R e m o v e t h e plug just t o t h e p o r t s i d e
of the driveshaft, and f i l l the unit with OMC
P r e m i u m Lube, o r l u b r i c a t e t h e g r e a s e f i t -
t i n g i n s t a l l e d on older models. ALWAYS
t - e i o v e t h e v e n t plug f r o m t h e f i t t i n g t o
allow a i r t o e s c a p e a n d p r e v e n t d a m a g e t o
t h e d r i v e s h a f t seals. Install t h e s t e r n drive;
see C h a p t e r 10.
1 1-10 INTUiMEDlATE HOUSING
© pdfmanualpublisher.com 2005
1 1-5 INTERMEDIATE HOUSING SERVICE
The following procedures continue t h e
work a f t e r t h e s t e r n drive has been remov-
ed; s e e C h a p t e r 10, t h e Tru Course s t e e r i n g
removed; s e e C h a p t e r 7, and t h e t i l t mech-
anism removed (if t h e i n t e r m e d i a t e housing
is being replaced), s e e C h a p t e r 8.
REMOVAL
1- From outside t h e boat, r e m o v e all t h e
s c r e w s a t t a c h i n g t h e boot t o t h e transom.
Pull t h e boot away f r o m t h e transom f a r
enough t o p e r m i t removal of t h e l a r g e
c l a m p holding t h e boot t o t h e housing, and
t h e n remove t h e clamp. TAKE CARE n o t
t o d a m a g e t h e boot as i t is slipped over t h e
pivot c a p s and t h e t i l t c l u t c h housing.
2- Under normal conditions, and with
t h e proper tools, including a s o c k e t s e t with
extentions and swivel joints, t h e engine does
n o t have t o be removed in order t o r e m o v e
t h e i n t e r m e d i a t e housing. If t h e engine does
h a v e t o b e removed, s e e t h e a p p r o p r i a t e
section in C h a p t e r 3 f o r your particular
power plant. R e m o v e t h e t i l t solenoids a n d
wiring. Identify e a c h wire as a n aid during
i n s t a l l a t i o n and hookup. To r e m o v e t h e
housing without removing t h e engine, work
through t h e transom or possibly from inside
t h e boat with a s o c k e t wrench and extension
with swivel joint and remove t h e f o u r t e e n
(14) n u t s and lockwashers securing t h e inter-
m e d i a t e housing t o t h e bell housing. T h e
c o m p l e t e housing i s now ready t o be remov-
e d from t h e boat through t h e transom hole.
If t h e t i l t motor o r t h e worm g e a r and
c l u t c h assembly need t o be removed f r o m
t h e i n t e r m e d i a t e housing, s e e t h e appropri-
ate section in C h a p t e r 8.
 © pdfmanualpublisher.com 2005
CLEANING AND INSPECTING
A s e v e r e blow t o t h e v e r t i c a l d r i v e unit
could r e s u l t in m i s a l i g n m e n t of t h e pivot
c a p faces causing rapid w e a r t o t h e - ball
g e a r s , s h a f t s , a n d bearings. T h e r e f o r e , t h e
pivot c a p f a c e s m u s t b e c h e c k e d f o r proper
alignment. Use a n a l i g n m e n t tool such as a
Quadriel, as shown. T h e c a p f a c e s MUST b e
p a r a l l e l w i t h e a c h o t h e r within 1/16". T h e
upper housing pivots should a l s o be c h e c k e d
in t h e s a m e manner.
Inspect t h e s e a l inside t h e i n t e r m e d i a t e
housing b e a r i n g cavity. If t h e r e i s a n y
e v i d e n c e of g r e a s e o r oil leaking, t h e bear-
ing MUST b e replaced. O i l o r g r e a s e in t h e
boat's bilge would a l s o be a n indication this
s e a l w a s leaking. Before t h e s e a l i s remov-
e d , TAKE NOTE of t h e d i r e c t i o n of t h e
s e a l lip as a n aid t o installing t h e n e w o n e
properly. T o install t h e new s e a l , u s e s e a l
i n s t a l l e r Tool No. 908598, a t t a c h e d t o d r i v e
handle Tool No. 311880. D r i v e t h e s e a l i n t o
p l a c e with t h e beveled e d g e going i n t o t h e
bore first. As t h e s e a l is driven i n t o place,
ROTATE t h e d r i v e handle t o p r e v e n t damag-
ing t h e seal.
INSTALLATION I 1-1 I
C l e a n t h e old s e a l e r f r o m t h e transom.
Use a s c r a p e r t o r e m o v e t h e bulky m a t e r i a l
a n d t h e n wipe t h e s u r f a c e thoroughly w i t h
acetone or o t h e r suitable cleaner.
INSTALLATION
If t h e w o r m g e a r a n d c l u t c h a s s e m b l y
w e r e removed, install t h e m t o t h e intermed-
i a t e housing; see C h a p t e r 8. If t h e couplers
a n d t i l t m o t o r w e r e r e m o v e d , install t h e m
t o t h e i n t e r m e d i a t e housing, see C h a p t e r 8.
T h e following s t e p t a k e s up t h e work a f t e r
t h e s e a s s e m b l i e s h a v e been properly install-
ed.
1- Install a NEW g a s k e t t o t h e bell
housing. L i f t t h e i n t e r m e d i a t e housing
through t h e hole in t h e t r a n s o m and a t t a c h
i t t o t h e bell housing w i t h t h e f o u r t e e n n u t s
a n d lockwashers. T i g h t e n t h e n u t s t o t h e
t o r q u e value given in t h e Specifications in
t h e Appendix.
2- Position t h e b o o t c l a m p o v e r t h e
housing. Work t h e boot over t h e t i l t c l u t c h
a n d pivot a r m s , a n d t h e n p l a c e i t in position
w i t h t h e i m p r e g n a t e d word TOP upright. F i t
t h e boot around t h e housing, a n d t h e n tight-
e n t h e clamp. Lay down a bead of good
s e a l e r on t h e t r a n s o m in t h e a p p r o x i m a t e
l o c a t i o n f o r t h e e d g e of t h e boot. Install
t h e a t t a c h i n g s c r e w s through t h e boot i n t o
t h e t r a n s o m w i t h UTMOST CARE. ONE
SLIP w i t h t h e s c r e w d r i v e r m i g h t punch a
hole in t h e boot seal.
1 1-12 INTERMEDIATE HOUSING
© pdfmanualpublisher.com 2005
3- BEFORE INSTALLING T H E STERN
DRIVE, i t might be well t o consider install-
ing a ball g e a r w a t e r d e f e l e c t o r kit. This
k i t h a s become standard equipment on all
models since 1977. By directing t h e t a t t l e -
t a l e w a t e r s t r e a m f r o m t h e s t e r n drive
w a t e r pump in a d i f f e r e n t direction, t h e
w a t e r s t r e a m is a b l e t o perform t h r e e m o r e
very i m p o r t a n t functions in addition t o indi-
c a t i n g t h e w a t e r pump i s operating. F i r s t ,
i t cools and p r o t e c t s t h e ball g e a r s f r o m
overheating and wearing o u t , o r failing d u e
to m e t a l fatigue. Secondly, t h e s t r e a m
cools and p r o t e c t s t h e driveshaft seal in t h e
i n t e r m e d i a t e housing. And t h e third function
t h e s t r e a m performs is t o cool and p r o t e c t
t h e seal on t h e ball s h a f t in t h e upper gear
housing. This kit, identified as Ball G e a r
Water D e f l e c t o r K i t No. 981576, may be
purchased f r o m your local OMC dealer a t
very modest cost. I t may be installed in a
s h o r t t i m e with l i t t l e trouble before t h e
s t e r n drive i s installed. All necessary p a r t s
including detailed instructions and
illustrations a r e included in t h e kit package.
4- A f t e r all t h e s c r e w s a r e securely in
place, install t h e s t e r n drive; see C h a p t e r
10. Install t h e t i l t solenoids and c o n n e c t t h e
wiring according t o t h e identification m a d e
on e a c h w i r e during disassembly. S t a r t t h e
engine and c h e c k f o r leaks.
CAUTION: Water must circulate
through the outdrive to the engine any time
the engine i s run to prevent damage to the
water pump in the outdrive.
5- O N E MORE WORD: If t h e t i l t worm
g e a r retaining ring groove has become cor-
roded o r a-portion of t h e ring s e a t h a s been
damaged, a kit may be purchased f r o m your
OMC dealer t o n o t only c o r r e c t t h e prob-
lem, but t o prevent i t f r o m happening a
second time. This kit is a m o r e economical
remedy t h a n replacing t h e e n t i r e inter-
m e d i a t e housing. Installation of t h e k i t
p a r t s will hold t h e worm gear plug in t h e
i n t e r m e d i a t e housing without t h e use of a
s n a p ring. T h e kit is identified a s Tilt
Bracket K i t No. 9 8 1348 and may be installed
in a very s h o r t t i m e and without special
tools o r skills. Detailed instructions a n d
illustrations a r e included with t h e p a r t s in
t h e k i t package.
 © pdfmanualpublisher.com 2005
INTENANCE
12- 1 FIBERGLASS HULLS
Fiberglass- reinforced p l a s t i c hulls a r e
tough, durable, a n d highly r e s i s t a n t t o i m-
pact. However, l i k e a n y o t h e r m a t e r i a l t h e y
c a n b e damaged. O n e of t h e a d v a n t a g e s of
t h i s t y p e of c o n t r u c t i o n is t h e r e l a t i v e ease
w i t h which i t m a y b e repaired. Because of
i t s b r e a k c h a r a c t e r i s t i c s , a n d t h e simple
t e c h n i q u e s used in r e s t o r a t i o n , t h e s e hulls
h a v e gained popularity throughout t h e
world. F r o m t h e m o s t c o n g e s t e d urban
m a r i n a , t o i s o l a t e d l a k e s in wilderness
a r e a s , t o t h e s e v e r e cold of f a r off n o r t h e r n
seas, a n d in sunny t r o p i c r e m o t e r i v e r s of
p r i m a t i v e islands o r c o n t i n e n t s , f i b e r g l a s s
b o a t s c a n be found p e r f o r m i n g t h e i r daily
t a s k w i t h a minimum of m a i n t e n a n c e .
A fiberglass hull h a s a l m o s t n o i n t e r n a l
stresses. T h e r e f o r e , when t h e hull i s broken
o r stove-in, i t r e t a i n s i t s t r u e form. I t will
n o t d e n t t o t a k e a n out- of- shape set. When
t h e hull sustains a s e v e r e blow, t h e i m p a c t
will be e i t h e r absorbed by d e f l e c t i o n of t h e
l a m i n a t e d panel o r t h e blow will r e s u l t in a
d e f i n i t e , localized break. In addition t o hull
d a m a g e , bulkheads, s t r i n g e r s , a n d o t h e r
s t i f f e n i n g s t r u c t u r e s a t t a c h e d t o t h e hull
m a y also be a f f e c t e d and t h e r e f o r e , should
be checked. R e p a i r s a r e usually confined t o
t h e g e n e r a l a r e a of t h e rupture.
12-2 BELOW WATERLINE SERVICE
A f o u l b o t t o m c a n seriously a f f e c t b o a t
p e r f o r m a n c e . This is o n e r e a s o n why r a c e r s ,
l a r g e and small, b o t h p o w e r b o a t and sail,
a r e c o n s t a n t l y giving a t t e n t i o n t o t h e condi-
tion of t h e hull below t h e waterline.
In a r e a s w h e r e m a r i n e g r o w t h i s preva-
l e n t , a c o a t i n g of vinyl, anti- fouling b o t t o m
p a i n t should b e applied. If g r o w t h h a s
developed on t h e b o t t o m , i t c a n b e r e m o v e d
w i t h a solution of m u r i a t i c a c i d applied w i t h
a brush o r s w a b and t h e n rinsed w i t h c l e a r
w a t e r . ALWAYS use rubber gloves w h e n
working w i t h m u r i a t i c a c i d a n d TAKE
EXTRA CARE t o k e e p i t a w a y f r o m your
f a c e a n d hands. T h e FUMES ARE TOXIC.
T h e r e f o r e , work in a well- ventilated a r e a ,
o r if outside, k e e p your f a c e on t h e wind-
ward side of t h e work.
B a r n a c l e s h a v e a n a s t y h a b i t of making
t h e i r h o m e on t h e b o t t o m of b o a t s which
h a v e n o t been t r e a t e d w i t h anti- fouling
paint. Actually t h e y will n o t h a r m t h e
fiberglass hull, b u t c a n develop i n t o a m a j o r
nuisance.
If b a r n a c l e s o r o t h e r c r u s t a c e a n s h a v e
a t t a c h e d t h e m s e l v e s t o t h e hull, e x t r a w o r k
will b e required t o bring t h e b o t t o m b a c k t o
a s a t i s f a c t o r y condition. F i r s t , if p r a c t i c a l ,
p u t t h e b o a t i n t o a body of f r e s h w a t e r and
allow i t t o r e m a i n f o r a f e w days. A l a r g e
p e r c e n t a g e of t h e g r o w t h c a n be r e m o v e d in
t h i s manner. If t h i s r e m e d y i s n o t possible,
wash t h e b o t t o m thoroughly w i t h a high-
p r e s s u r e f r e s h w a t e r s o u r c e a n d use a
s c r a p e r . Small p a r t i c l e s of h a r d shell m a y
s t i l l hold f a s t . T h e s e c a n be r e m o v e d w i t h
sandpaper.
12-3 OFF-SEASON STORAGE
1- S t a r t t h e engine and allow i t t o w a r m
t o normal o p e r a t i n g t e m p e r a t u r e .
CAUTION: Water must circulate through
the lower unit to the engine any time the en-
gine is run to prevent damage t o the water
pump in the lower unit. Just five seconds
without water will damage the water pump.
If t h e e n g i n e is equipped w i t h a closed-
c i r c u i t cooling s y s t e m , c h e c k t h e anti-
f r e e z e . Add r u s t inhibitor if t h e a n t i - f r e e z e
has b e e n used f o r m o r e t h a n o n e season. If
t h e solution is c o n t a m i n a t e d , f l u s h a n d re-
p l a c e w i t h a n e w m i x t u r e of 50150 e t h y l e n e
 © pdfmanualpublisher.com 2005

glycol and w a t e r . S t o p t h e engine, d r a i n t h e

oil i n t h e c r a n k c a s e , and r e m o v e t h e oil
f i l t e r . Install a NE f i l t e r e l e m e n t , a n d
t h e n fill t h e c r a n k c a with t h e prescribed
weight and a m o u n t of oil. S t a r t t h e e n g i n e
and allow i t t o run at a high idle f o r a f e w
minutes.

without water
C h e c k t h e oil level as i n d i c a t e d on t h e dip
stick. S o m e a m o u n t of oil m a y r e m a i n i n
t h e engine w i t h o u t draining down i n t o t h e
c r a n k c a s e . A slightly l o w e r reading m a y ,
t h e r e f o r e , b e i n d i c a t e d on t h e dip s t i c k .
Add only enough oil t o bring t h e reading i n t o
t h e s a f e running r a n g e a b o v e t h e ADD m a r k
t o allow f o r t h e a m o u n t of oil held i n
various a r e a s s f t h e engine.
2- Shut off t h e nasoline supply at t h e
f u e l tank. P i s c n n n e c t t h e f u e l l i n e b e t w e e n
t h e valve and t h e f u e l ~ u r n p . D r a i n t h e f u e l
f r o m t h e line. Insert t h e e n d of t h e l i n e
disconnected f r o m t h e f u e l p u m p i n t o a c a n 3- Remove t h e f l a m e arrestor and
c o n t a i n i n g s e v e r a l o u n c e s of f u e l mixed w i t h LY pour a b o u t a pint of rust-preven-
a r u s t inhibitor. S t a r t t h e engine and run i t
t i v e oil i n t o t h e c a r b u r e t o r a i r i n t a k e s while
at a f a s t idle until i t s t a l l s f r o m l a c k of running t h e e n g i n e a t a f a s t idle. This c a n
fuel. be done at t h e s a m e t i m e as S t e p 2, while
using up t h e f u e l in t h e f u e l lines, f u e l
pump, a n d in t h e c a r b u r e t o r . C l e a n t h e f u e l
f i l t e r a n d s e d i m e n t bowl. Install t h e bowl
L i t L u t water
 © pdfmanualpublisher.com 2005 OHV ENGINES 12-3

w i t h a NEW g a s k e t a n d r e c o n n e c t t h e f u e l
line. C l e a n t h e f l a m e a r r e s t o r in s o l v e n t ,
and t h e n blow i t dry w i t h c o m p r e s s e d air.
L u b r i c a t e t h e a l t e r n a t o r , s t a r t e r , distribu-
t o r , and c o n t r o l linkage.
4- R e m o v e a l l of t h e s p a r k plugs a n d
s q u i r t a b o u t a teaspoonful of rust-preven-
t a t i v e oil i n t o e a c h cylinder. C r a n k t h e
e n g i n e o v e r s e v e r a l t i m e s t o allow t h e oil t o
c o a t t h e cylinder walls. R e m o v e any e x c e s s
oil f r o m around t h e s p a r k plug holes, a n d
t h e n install t h e s p a r k plugs.
l e a s t 5 minutes. If t h e e n g i n e i s equipped
Overhead Valve Engines w i t h a r a w - w a t e r cooling s y s t e m , open all of
5- R e m o v e t h e r o c k e r a r m c o v e r s a n d t h e e n g i n e and manifold w a t e r j a c k e t drains.
i n s p e c t t h e valve t r a i n mechanism f o r worn Allow t h e w a t e r t o drain c o m p l e t e l y .
o r d a m a g e d parts. C l e a n t h e inside of t h e ALWAYS h a v e t h e s t e r n d r i v e in a horizon-
covers. Apply a l i b e r a l c o a t i n g of c r a n k c a s e t a l position when draining t h e s y s t e m t o
oil t o t h e valve m e c h a n i s m and o n t o t h e e n s u r e a l l o f t h e w a t e r is a b l e t o l e a v e t h e
inside of t h e covers. Install t h e c o v e r s w i t h system. If t h e s t e r n d r i v e is n o t horizontal,
NEW gaskets. Using new g a s k e t s will e n s u r e w a t e r will b e t r a p p e d inside. If t h i s w a t e r
a good s e a l w i t h t h e valve covers. C l e a n should f r e e z e , t h e w a t e r p u m p will b e ruin-
t h e o u t s i d e of t h e engine, a n d t h e n wipe i t ed.
down w i t h a n oily rag. C o v e r t h e e n g i n e L e a v e a l l of t h e drains open. D i s c o n n e c t
w i t h a p r o t e c t i v e c o v e r , b u t ALLOW f o r a i r t h e w a t e r hoses a t t h e low e n d a n d allow
circulation. t h e m t o drain. R e m o v e t h e drain plugs f r o m
6- Flush t h e cooling s y s t e m w i t h f r e s h t h e w a t e r pumps a n d allow t h e m t o drain.
w a t e r . Allow t h e w a t e r t o c i r c u l a t e f o r a t R e m o v e t h e propeller. C l e a n and lubri-
12-4 MAINTENANCE © pdfmanualpublisher.com 2005

cate t h e propeller shaft. Install t h e propel- 9- R e m o v e t h e b a t t e r i e s f r o m t h e b o a t

ler. Install a NEW drive pin. Replace t h e
c o t t e r pin or t h e t a b lockwasher.
Wipe t h e outside of t h e drive unit and
t h e gear c a s e with an oily rag. Check all of
t h e steering connections. Lubricate all
joints and pulleys.
7- Check t h e oil level in t h e s t e r n drive
upper housing, t h e lower unit, t h e intermed-
i a t e housing, and t h e t i l t clutch assembly.
Add lubricant, a s required. Lubricate all of
t h e fittings on t h e s t e e r i n g and s t e r n drive.
8- Seal off all openings t o t h e carburet-
o r and exhaust system t o prevent dust, wa-
t e r , and insects from entering t h e engine.
and keep t h e m charged during t h e s t o r a g e
period. Clean t h e b a t t e r i e s thoroughly of
any d i r t o r corrosion, and then c h a r g e them
t o full specific gravity reading. A f t e r they
a r e fully charged, s t o r e them in a clean cool
dry place where they will n o t b e damaged o r
knocked over.
NEVER s t o r e t h e b a t t e r y with anything
on t o p of i t o r cover t h e b a t t e r y in such a
manner as t o prevent a i r from circulating
around t h e fillercaps. All batteries, both
new and old, wilI discharge during periods of
s t o r a g e , m o r e so if they a r e h o t than if t h e y
remain cool. Therefore, t h e e l e c t r o l y t e
level and t h e specific gravity should be
checked at regular intervals. A drop in t h e

OIL LEVEL
TYPES OF
LUBRICANT
NOTE: DO NOT USE SAE
90 I N EITHER UPPER OR
LOWER GEARCASE

GREASE GUN
OMC
ANT.C~~;.SlON

SINCE
1978
OMC
HI-VIS
GEARCASE
LUBE

lC1
OMC
TYPE "C"

Points of lubrication and the type of Lubricant to be used. (9

 © pdfmanualpublisher.com 2005
specific gravity reading is cause t o charge
t h e m back t o a full reading.
In cold c l i m a t e s , c a r e should b e e x e r -
c i s e d in s e l e c t i n g t h e b a t t e r y s t o r a g e a r e a .
N PREPARATION 12-5
A fully- charged b a t t e r y will f r e e z e at a b o u t
60 d e g r e e s below zero. A discharged bat-
t e r y , a l m o s t d e a d , will h a v e i c e f o r m i n g at
a b o u t 19 d e g r e e s a b o v e zero.
AYS r e m o v e t h e drain plug a n d
position t h e b o a t w i t h t h e bow higher t h a n
t h e s t e r n . This will allow a n y rain w a t e r
a n d m e l t e d snow t o drain f r o m t h e b o a t a n d
p r e v e n t " t r a i l e r sinking". This t e r m i s used
t o d e s c r i b e a b o a t t h a t h a s filled w i t h r a i n
w a t e r and ruined t h e i n t e r i o r including t h e
e n g i n e b e c a u s e t h e plug w a s n o t r e m o v e d o r
t h e bow w a s n o t high enough t o allow t h e
w a t e r t o drain properly.
N PREPARATION
I- L u b r i c a t e t h e e n g i n e a c c o r d i n g t o t h e
m a n u f a c t u r e r ' s recommendations. R e m o v e ,
c l e a n , i n s p e c t , a d j u s t , a n d install t h e s p a r k
plugs w i t h new g a s k e t s if t h e y r e q u i r e gas-
kets. Make a thorough c h e c k of t h e ignition
system. This c h e c k should include: the
points, coil, c o n d e n s e r , condition of t h e wir-
ing, a n d t h e b a t t e r y e l e c t r o l y t e l e v e l a n d
charge.
2- T a k e t i m e t o c h e c k t h e gasoline t a n k
a n d a l l of t h e f u e l lines, f i t t i n g s , couplings,
valves, f l e x i b l e t a n k fill, v e n t , a n d f u e l
12-6 MAINTENANCE © pdfmanualpublisher.com 2005

lines. Turn on t h e gasoline supply v a l v e at

t h e tank. If t h e g a s w a s n o t drained at t h e
e n d of t h e previous season, m a k e a c a r e f u l
inspection f o r gum f o r m a t i o n . When gaso-
line i s allowed t o s t a n d f o r long periods of
t i m e , p a r t i c u l a r l y in t h e p r e s e n c e of c o p p e r ,
g u m m y deposits form. This gum c a n c l o g
t h e f i l t e r s , lines, a n d passageways in t h e
c a r b u r e t o r . S e e C h a p t e r 4, F u e l S y s t e m
Service.
3- All m a r i n e e n g i n e s MUST b e equipped
w i t h a n e f f e c t i v e m e a n s , of b a c k f i r e f l a m e
control. This c a n b e a c c o m p l i s h e d by o n e of
t w o methods. T h e f i r s t a n d m o s t popular i s
through installation of a C o a s t G u a r d ap-
proved f l a m e a r r e s t o r on t h e c a r b u r e t o r .
T h e second m e t h o d i s by d u c t i n g t h e a i r
intakes outside t h e engine compartment t o
t h e atmosphere.
C l e a n and i n s p e c t t h e f l a m e a r r e s t o r s .
C h e c k and a d j u s t t h e a l t e r n a t o r b e l t ten-
sion, and r e p l a c e t h e m if t h e y a r e worn o r
frayed. C h e c k t h e oil l e v e l in t h e c r a n k -
case. T h e oil should h a v e been c h a n g e d
prior t o s t o r a g e a f t e r t h e previous season.
If t h e oil w a s n o t changed, d o s o and i n s t a l l
a NEW oil f i l t e r .
4- C l o s e a l l of t h e w a t e r drains. C h e c k c i r c u i t cooling s y s t e m , c h e c k t h e l e v e l of
a n d r e p l a c e a n y d e f e c t i v e w a t e r hoses. w a t e r . S e e C h a p t e r 9, Cooling System.
Connect and check t h a t t h e connections do 5- T h e e n g i n e c a n b e run w i t h t h e l o w e r
n o t leak. R e p l a c e a n y spring- type hose u n i t of t h e s t e r n d r i v e s u b m e r g e d in w a t e r
c l a m p s w i t h band- type c l a m p s , if t h e y h a v e t o flush it. If t h i s is n o t p r a c t i c a l , a Flush-
lost t h e i r tension o r if t h e y h a v e d i s t o r t e d i t a t t a c h m e n t m a y b e used. Two types a r e
t h e w a t e r hose. C h e c k t h e sea c o c k s of t h e available. O n e is a t t a c h e d t o t h e w a t e r
cooling system. Check t o be sure t h e pickup of t h e lower unit. T h e o t h e r , m a d e
through- hull f i t t i n g s a r e in good condition. by OMC, r e p l a c e s t h e pivot e n d cap. With
If t h e e n g i n e i s equipped w i t h a closed- o n e of t h e s e units, a t t a c h a g a r d e n hose,
 © pdfmanualpublisher.com 2005
turn on t h e w a t e r , allow t h e w a t e r t o flow
into t h e engine for awhile, and then run t h e
engine.
PRE-SEASON PREPARATION 12-7
EXHAUST COWL
CAUTION: Water must circulate through
the lower unit to the engine any time the en-
gine is run t o prevent damage to the water
pump in the lower unit. Just five seconds
without water will damage the water pump.
Check t h e exhaust o u t l e t f o r water dis-
charge. Check f o r leaks. Check operation
of t h e t h e r m o s t a t . A f t e r t h e engine has
reached operating t e m p e r a t u r e , tighten t h e
cylinder head bo1 ts t o t h e torque value given
i n t h e Specifications in t h e Appendix.
6- C h e c k t h e e l e c t r o l y t e level in t h e
b a t t e r i e s and t h e voltage f o r a full charge.
Clean and inspect t h e b a t t e r y terminals and
c a b l e connections. TAKE TIME t o check
t h e polarity, if a new b a t t e r y is being instal-
led. Cover t h e cable connections with
grease or special protective compound as a
prevention t o corrosion formation. Check
all electrical wiring and grounding circuits.
7- Check t h e engine c o m p a r t m e n t f o r
proper ventilation. THERE MUST be ade-
q u a t e means for removing combustible va-
pors from t h e boat. C o a s t Guard standards
WATER PUMP TEST ALTERNATOR
PULLEY POINT
A L TER N A T O R
CRANKSHAFT PULLEY
PULLEY
0
12-8 MAINTENA © pdfmanualpublisher.com 2005

- C h e c k t h e tension of t h e e n g i n e d r i v e
t o e n s u r e proper o p e r a t i o n of t h e
e n g i n e w a t e r p u m p and a l t e r n a t o r . If t h e
b e l t c a n b e d e p r e s s e d m o r e t h a n l/4" mid-
w a y b e t w e e n t h e w a t e r p u m p and a l t e r n a -
t o r , loosen t h e a l t e r n a t o r a n d m a k e t h e
p r o p e r a d j u s t m e n t t o t h e belt.
9- C h e c k a l l e l e c t r i c a l p a r t s in t h e
e n g i n e c o m p a r t m e n t and l o w e r portions of
t h e hull t o b e s u r e t h e y a r e n o t of a t y p e
t h a t could c a u s e ignition of a n explosive
atmosphere. Rubber c a p s help keep spark
insulators c l e a n and r e d u c e t h e possibility of
arcing. S t a r t e r s , g e n e r a t o r s , distributors,
a l t e r n a t o r s , e l e c t r i c f u e l pumps, v o l t a g e
r e g u l a t o r s , a n d high- tension wiring harness-
es should b e of a m a r i n e t y p e t h a t c a n n o t
c a u s e a n explosive m i x t u r e t o ignite.
ONE FINAL
-

include specially designed h a r d w a r e t o d o
t h e b e s t job of p r e v e n t i n g a n y vapors f r o m
a c c u m u l a t i n g in t h e e n g i n e c o m p a r t m e n t o r
in t h e bilge.
B e f o r e p u t t i n g t h e b o a t in t h e w a t e r ,
TAKE TIME t o c h e c k t o be s u r e t h e d r a i n
plugs a r e installed. C o u n t l e s s n u m b e r of
boating excursions h a v e had a v e r y s a d be-
ginning b e c a u s e t h e b o a t w a s e a s e d i n t o t h e
w a t e r only t o h a v e w a t e r begin filling t h e
inside.
Keep your g a s t a n k full, t h e f u e l p u m p
pumping, t h e s p a r k plugs sparking, t h e l i f t -
e r s lifting, a n d t h e pistons, well -- k e e p
t h e m working too.
Joan and Clarence
 © pdfmanualpublisher.com 2005

VERSI

LINEAR ENERGY OR WORK (watt- second - joule - newton-

inches X 25.4 = rnllllrnetres (rnm) metre)
feet X 0.3048 = metres (m) foot-pounds X 1.3558 = joules ( j )
yards X 0.9144 = metres (m) calories X 4.187 = joules (1)
m~les X 1,6093 = k i l o m e t r e s (krn) Btu X 1055 = joules ( j )
inches X 2.54 = c e n t i m e t r e s (crn) watt- h o u r s X 3500 = joules ( j )
kilowatt - h r s X 3.600 = i n e g a ~ o u l e s( M J )
AREA
Inches 2 F U E L ECONOMY AND FUEL COKSUMPTION
m iles/gal X 0.42514 = k i l o r n e t r e s / l l t r e
inches2 (km/l)
feet2 X 0.0929 = metres2 (m2) Note
yards2 X 0.8361 = metres2 (m2) 235.21 (~-ni/gal) = l i t r e s / 1 0 0 k n ~
acres X 0,4047 = h e c t a r e s (104 m2) 2 3 5 . 2 / ( 1 i t r ~ s / 1 0 0k m ) = mi/gal

LIGHT
VOLUME footcandles X 10.76 = lurnens/rnetre2
inches 3 X 16387 = m i l l i m e t r e s 3 (rnrn3) (lm/m2)
inches3 X 16.387 = centirnetres3 (crn3)
inches3 X 0.01639 = l i t r e s (1) PIIESSURE OR STRESS (riewton/sq m e t r e - p a s c a l )
quarts X 0.94635 = l i t r e s (1) Inches IIG (60 F) X 3.377 = k ~ l o p a s c a l s(bps)
gallons X 3.7854 = l i t r e s (1) pounds/sq in X 6.895 = kilopascals ( k P a )
feet3 X 28.317 = l i t r e s (1) inches H z 0 (60 F) X 0.2488 = kilopascals ( k P a )
feet3 X 0.02832 = m e t r e s 3 (rn3) bars X 100 = k ~ l o p a s c a l s( k P a )
fluid o z X 29.60 = millilitres (mi) pounds/sq ft X 47.88 = pascals (Pa)
yards3 X 0.7646 = m e t r e s 3 (rn3)
POWER
MASS horsepower X 0.746 = kilowatts (kW)
ounces (av) X 28.35 = grams (g) ft-lbf/rnin X 0.0226 = watts ( W )
pounds (av) X 0.4536 = k i l o g r a m s (kg)
t o n s (2000 lb) X 907.18 = k i l o g r a m s (kg)
tons (2000 lb) X 0.90718 = metric tons (t) TORQUE
pound- inches X 0.11 299 = newton- m e t r e s (N.m)
pound-feet X 1.3558 = n e w t o n - m e t r e s (Nem)
FORCE
ounces - f (av) X 0.278 = newtons (N)
pounds - f (av) X 4.448 = newtons (N) VELOCITY
kilograms f - X 9.807 = newtons (N) rn~les/hour X 1.6093 =
kilornetres/hour
(km/h)
ACCELERATION feet/sec X 0.3048 = m e t r e s / s e c ( m / s )
feet/sec2 kilornetres/hr X 0.27778 = m e t r e s / s e c ( m / s )
1nches/sec2 rnlles/hour X 0.4470 = r n e t r e s / s e c ( m / s )

TEMPERATURE
32 98.6 212
F - 40 0 I40 80 120 160 200 ( 240 280 320 F
l , l l lI , ' l , l ~ l l l l l , l ~, I l , , l l , l ,
I ! ,
I I I l ! ~ l
I

C e l s i u s = 0.556 ( F -32) F = ( 1 . 8 ' C ) +32

A-2 APPENDIX © pdfmanualpublisher.com 2005

DRILL SIZE C O N V E R S I O N CHART

S H O W I N G MILLIMETER SIZES, FRACTIONAL A N D

DECIMAL I N C H SIZES A N D NUMBER DRILL SIZES

- - -

Milli- Dec. Frac. Nurn- Milli- Dec. Frac- Nurn- Milli- Dec. Frac- Nurn Mdlr Dec Frac- Num Milli- Dec. Frac-
Meter Equiv. tional ber Meter Equtv. tional ber Meter Equiv. tional ber Meter Equtv t~onal her Meter Equiv. tional
 © pdfmanualpublisher.com 2005

TIMING FUEL
IDLE MARKS PUMP
MODEL CYL HP MFG CHAMP AC GAP SPEED GAP DWELL MFD. DEGREE PRESS.

I964
CU/CUE/12M/SU/SUE/13E 4 110 Chev. N12Y 46N .035 500-600 .016 30" 8-.23
.I 4" (3) 3.5-4.5
HUIHUEII2M V6 150 Kaiser JlOY M43S .035 550-650 .016 30" s.23
.I 5" (2) 4--5-314

4 120 Chev. N6 C44N .035 500-600 .019 31" .18-.23 4" (3) 3.5-4.5
V6 150 Kaiser JIOY M43S .035 550-650 .016 30" .18-.23 5" (2) 4-5-314

4 120 Chev. N6 C44N .035 500-600 .019 31" .18-.23 4" (3) 3.5-4.5
V6 150 Kaiser JIOY M43S .035 550-650 .016 30" .18-.23 5" (2) 4-4-314
V8 200 Buick JIOY M43S .035 550-650 .018 30" .18-.23 2.5" (2) 4-4-314

I967
CUICUEII 5s 4 120 Chev. N6
HUIHUEII5s V6 155 Kaiser JIOY
KUIKUEII5s V8 185 Chev. UJ6
TUITUE/15S V8 200 Buick J l OY

I968
NU-10S,NUE-10s 4 80 Ford N9Y
CUICUEII6C 4 120 Chev. N6
HUIHUEII6C V6 155 Kaiser J l OY
KUIKUEII6C V8 185 Chev. UJ6
TUITUEII6C V8 210 Qhev. UJ6
 © pdfmanualpublisher.com 2005

MODEL TIMING FUEL P

IDLE MARKS PUMP *
CYL HP MFG CHAMP AC GAP SPEED GAP DWELL MFD. DEGREE PRESS.

CUFR/CUFM/CUTR/CUTM/69 4 1 20 C hev. N6
HUFR/HUFM/HUTR/HUTM/69 V6 155 Kaiser JlOY
TUFRITUFMI69 V8 210 Chev. U J6
1970
MUFMINUFRI69R or 12A 4 90 Ford N9Y
CUFRICUFMICUTRICUTMI 19E 4 1 20 Chev. N6
HUFRIHUFMIHUTRIHUTMI 19E V6 155 Kaiser J IOY
TUFRITUFMI 19E V8 210 C hev. J6
197 1
NUFMINUFRI 13M or 12AX 4 90 Ford N9Y
CUFMICUTMICUFRI20D or 19EX 4 120 Chev. N6
HUFM/HUTM/HUFR/HUTR/20/ 19 V6 155 Kaiser J IOY
TUFMITUFRI20D or 19X V8 215 C hev. J6
XUVMIXUFMI20C V8 235 C hev. J6
1972
LUFMI I OSILUFMI I OC 4 100 Chev. N6
VUFMI I OS/ IOCIGUFMI I OC/ I OS 4 120 C hev. N6
HUTMIHUFMI2 l S or 2 1 C V6 155 Kaiser J IOY
JUFMI I OS or I OC 6 165 C hev. RBL8
TUFMI2 I C/2 1 S V8 225 Chev. RBL8
XUFMI2 I RI2 I A V8 245 Chev. RBL8
 © pdfmanualpublisher.com 2005

MODEL TIMING FUEL

IDLE MARKS PUMP
CYL HP MFG CHAMP AC GAP SPEED GAP DWELL MFD. DEGREE PRESS.

4 100 Chev. N6 C44N .035

4 120 Chev. N6 C44N .035
4 140 Chev. N6 C44N .035
6 165 Chev. RBL8 MR43T .035
V8 225 Chev. RBL8 MR43T ,035
V8 245 Chev. RBL8 MR43T .035

4 120 Chev. N6 C44N .035

4 140 Chev. N6 C44N ,035
V8 170 Ford RBL8 MR43T .030
6 165 Chev. RBL8 MR43T .035
V8 190 Ford RBL8 MR43T .030
V8 225 Chev. RBL8 MR43T .035
V8 245 Chev. RBL8 MR43T .035

C hev.
C hev.
C hev.
Ford
Ford
C hev.
Ford
C hev.
A-6 APPENDlX
© pdfmanualpublisher.com 2005
 © pdfmanualpublisher.com 2005

MODEL TIMING FUEL

IDLE MARKS PUMP
CYL HP MFG CHAMP AC GAP SPEED GAP DWELL MFD. DEGREE PRESS.

4 120 Chev. RBL8 MR43T .035 500-600 .O19 31'

4 140 Chev. RBL8 MR43T .035 500-600 .O19 3 lo

V8 185 Chev. RBL8 MR43T .035 550-650- ,018 30'

V8 225 Chev. RBL8 MR43T .035 550-650- .018 30'

V8 240 Ford RBL8 MR43T .035 500-600 .O19 31'

4 120 Chev. RBL8 MR43T .035 500-600 .O19 3 lo

4 140 Chev. RBL8 MR43T .035 500-600 .O19 31'
V8 185 Chev. RBL8 MR43T .035 550-650- .018 30'
I

V8 200 Chev. RBL8 MR43T .035 550-650- .018 30'

V8 230 Chev. RBL8 MR43T .035 550-650- .018 30'
V8 250 Ford RBL8 MR43T .030 500-600 .O17 29'
V8 260 Chev. RBL8 MR43T .035 550-650- .018 30'
 © pdfmanualpublisher.com 2005

%u
TIMING FUEL m
MODEL
IDLE MARKS PUMP
z
0
CYL HP MFG CHAMP AC GAP SPEED GAP DWELL MFD. DEGREEPRESS. 9

4 120 Chev RBL-8 MR43T ,035 500-600 .019 31'-34' .L8-.23 ~'(2) 3.5-6

4 140 Chev RBL-8 MR43T .035 500-600 .019 31'-34' .18-23 4'(2) 3.5-6

V8 185 Chev RBL-8 MR44T .035 500-600 .018 28'32' .25-29 13'(2) 5.75-7

V8 200 Chev RBL-8 MR44T .035 500-600 .018 28'-32' .25-.29 13'(2) 5.75-7

V8 230 Chev RBL-8 T,-RWT .035 500-600 l.018 28'-32' .25-29 13'(2) 5.75-7

V8 260 Chev RBL-8 MR43T .035 500-600 .018 28'-32' .27-.29 lo0@) 5.75-7

( I ) Flywheel and d i s t r i b u t o r pulley (3) C r a n k s h a f t pulley

(2) Harmonic 5alancer (4) Mix o i l w i t h gasoline -- t w o s t r o k e c y c l e e n g i n e
 © pdfmanualpublisher.com 2005

ENGINE CID MFG CYL CHAMP AC PLUG POINT DWELL TIMING FUEL IDLE WOT
PLUG PLUG GAP GAP PRESS RPM RPM

2.5 Litre 153 GMC 3.5 to 6 PSI 500-600 4200-4600

3.0 Litre 181 GMC 3.5 t o 6 PSI 500-600 4200-4600
3.8 Litre 229 GMC 5-314 t o 7 PSI 500-600 4200-4600
5.0 Litre 305 GMC 5-314 t o 7 PSI 500-600 4200-4600
5.7 Litre 350 GMC 5-314 to 7 PSI 500-600 4000-4400

2.5 Litre 153 GMC 3.5 to 6 PSI

3.0 Litre 181 GMC 3.5 to 6 PSI
3.8 Litre 229 GMC 5-314 to 7 PSI
5.0 Litre 305 GMC 5-314 to 7 PSI
5.7 Litre 350 GMC 5-314 t o 7 PSI

2.5 Litre 153 GMC 3.5 t o 6 P S I

3.0 Litre 181 GMC 3.5 to 6 PSI
3.8 Litre 229 GMC 5-314 t o 7 PSI
5.0 Litre 305 GMC 5-314 t o 7 PSI
5.7 Litre 350 GMC 5-314 t o 7 PSI
 © pdfmanualpublisher.com 2005

SPECIFICATIONS

?
'T3
i
ENGINE CID MFG CYL CHAMP AC PLUG POINT DWELL TIMING FUEL IDLE WOT
PLUG PLUG GAP GAP PRESS RPM RPM 9
1984
2.5 Litre 153 GMC 4 RBL-8 MR43T 31-34' ~'BTDC 3-112 t o 6 PSI 500-600 4200-4600
3.0 Litre 181 GMC 4 RBL-8 MR43T 31-34' 4' BTDC 3-112 t p 6 PSI 500-600 4200-4600
3.8 Litre 229 GMC V6 RBL-8 MR43T 34-38' 10' BTDC 5-314 t o 7 PSI 500-600 4200-4600
5.0 Litre 305 GMC V8 RBL-8 MR43T 28-32' 13' BTDC 5-314 t o 7 PSI 500-600 4200-4600
5.7 Litre 350 GMC V8 RBL-8 MR43T 28-32' 10' BTDC 5-314 t o 7 PSI 500-600 4200-4600

1985
2.5 Litre 153 GMC 4 RBL-8 MR43T 31-34' 4' BTDC 3-112 t o 6 PSI 500-600 4200-4600
3.0 Litre 181 GMC 4 RBL-8 MR43T 31-34' 4' BTDC 3-112 t o 6 PSI 500-600 4200-4600
3.8 Litre 229 GMC V6 RBL-8 MR43T 34-38' 10' BTDC 5-314 t o 7 PSI 500-600 4200-4600
5.0 Litre 305 GMC V8 RBL-8 MR43T 28-32' 13' BTDC 5-314 t o 7 PSI 500-600 4200-4600
5.7 Litre 350 GMC V8 RBL-8 MR43T 28-32' 10' BTDC 5-314 t o 7 PSI 500-600 4200-4600

31-34' I'BTDC 3-112 t o 6 PSI 500-60G 4200-4600

31-34O ~OBTDC 3-112 t o 6 PSI 500-600 4200-4600
37-41° I'BTDC 5-314 to 7 PSI 500-600 4200-4600
28-32' ~OBTDC 5-314 t o 7 PSI 500-600 4200-4600
28-32' ~OBTDC 5-314 to 7 PSI 500-600 4200-4600
 TUNE-UP SPECIFICATIONS A- l I
© pdfmanualpublisher.com 2005

FLYWHEEL DEGREES

TOTAL AUTOMATIC
ADVANCE ADVANCE
-44 40 -

-34 3 0-
CURVE PRODUCTION LIMITS

-24 2Q-

- 14 10-

- 4 0-
500 1000 15QO 2000 2500 3000 3500 4000 4500 5000
ENGINE R PM

Centrifugal Advanceo-- d20 h p -- 1965-70

Stcrrt Advance 1 -2
c8 800 rprr.
Maxinetrr Advance 20 -30 at 3700 rpm.

FLYWHEEL DEGREES

C z n t r i f u ~ c lAdvnnce0-- 0120 hp -- 197 1-72

Stcrt Advance 0 -2 at 700 rpm.
h k x i r n u ~A d v a ~ c e26'-30" at 210Q r p v ,
A-12 APPENDIX © pdfmanualpublisher.com 2005

FLYWHEEL DEGREES

TOTAL AUTOMATIC
ADVANCE ADVANCE
-4 4

-3 4 3 0-

-2 4 2 0-

- 14 10 -

-4
580 1000 1580 2060 2500 3080 3508 4600 45QQ 5000
ENGINE R.F?M.

Centrifugal Advance
120 hp and 140 hp -- 1973-81
2.5 and 3.0 Litrg -- 1982 and on
Start Advance 0 6 2' a& 700 rprn
Maximum Advance 26 - 30 at 2100 rprn

FLYWHEEL
DEGREES
TOTAL AUTOMATIC
ADVANCE ADVANCE 155 HP

0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000
ENGINE RPM

Centrifugal Advcr,cc -- 150 crr" 255 ha -- 1964-72

Stcrt A d v o ~ c e4 0-5 C c t 100P r r w .
M~ximun:Advcnre 24'-28' ct 4200 rprr.
 ADVANCE CHARTS A- 13
© pdfmanualpublisher.com 2005

FLYWHEEL
DEGREES
TOTAL AUTOMATIC
ADVANCE ADVANCE
41"

0 500 I000 1500 2000 2500 3000 3500 4000

ENGINE RPM

Centrifugal Advance -- 165 h p -- 1972-76

FLYWHEEL
DE G REE S Start Advance 0'-2,5' ~t $00 rpm.
TOTAL AUTOMATIC Maximum Advance 26w-30k' fit 2800 rpm.
ADVANCE ADVANCE

0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000
ENGINE RPM
Centrifugal Advance -- 208 and 210 h p -- 1966-68
-2
Start Advaazce 1 8 0 atj 800 r p n .
P/i"axi~strrAc'vcrnee 30 -34 cit 4600 r p v .
A- 14 APPENDIX
© pdfmanualpublisher.com 2005

+I
FLYWHEEL DEG.

28 14
C e n t r i f u g a l Advance
26 13
24 12

22 11

20 10

18 9
16 8
14 7

12 6 Distributor -- S t a r t
10 5
0' a t 550 rgm,
Max. 13.5 at
8 4
2000 r p m
6 3
4 2 Engine -- S t a r t
2 1 o0 a t I I O rprn
~
Max. 27 a t
0 0
4000 rpm
BIST. RPM MO 460 $00 8b0 iObo iioo 14bo 1600 18b0 2000 2200
ENG. RPM 400 800 1200 1600 2000 2400 2800 3200 3600 4000 4400

C?ANKS!+AFT
DEGREES

TOTAL CENT filFUCAL

ADVANCE ADVANCE

PRODUCTION
LIMIT
2 2O
C e n t r i f u g a l Advance
V6 -- 1981-35
St a ~A
t d~ance
0 - 10 a t
800 rpm
Max. Advance
500 1000 1500 2000 2500 3000 3500 4000 4500 30'-34' at
3200 rprn
ENGINE RPM

CRANKSHAFT
DEGREES
TOTAL CENTRIFUGAL
ADVANCE ADVANCE

'ION

n t r i f u g a l Advance
V6 1986 a n d on
Star: A i v a n c e
0 -8 at
1000 rprn
Maxb Advance
12 -20' a t
1000 1500 3000
3200 rpm
ENGINE RPM
 © pdfmanualpublisher.com 2005
ADVANCE CHARTS A- I5

0 500 1000 1500 2030 2500 3800 3500 4000 4500 5000
ENGINE RPM

C e n t r i f u g a l Advance

185 hp -- 1967-68 235 hp -- 1971 185 hp -- 1978

210 hp -- 1969-70 225 hp -- 1972-76 225 hp -- 1978
215 hp -- 1971 245 hp 1972-76 All V8 -- 1980-82
185, 200, 230, a;d 26: hp -- 1979
S t a r t Advance 0 - 4 a&800 rpm
Maximum Advance 20' - 30 a t 2800 rprn

CRANKSHAFT
DEGREES
TOTAL CENTRIFUGAL
ADVP..NCE ADVANCE

PRODUC
LIMIT
+ 2O

ENGINE RPM

C e n t r i f clgal Advance

All V 8 -- 19%3 and on

S t a r t Advance 0 a t 800 rprn
Maxirnurn Advance 19' - 23' a t 3000 rpm
A- 16 APPENDIX
© pdfmanualpublisher.com 2005

RBS CARBURETOR SPECIFICATIONS K C CARBURETOR SPECIFICATIONS

Models Models
100 hp 1972-73 185 hp 1978
120 hp 1965-7 1
I 50 hp 1966 F l o a t level 518"
Throttle bore ..........................................1-7/16" F l o a t drop 1-3 1 /32"
Main venturi ............................................I-1/4" Pump r o d adjustment 1-7/32''
Low speed circuit: Choke unloader adjustment 5116"
Jet.....................................0.0292" (No. 69 Dr.: Choke setting lndex
By-pass ...............................0.052" (No. 55 Dr.) Initial idle m i x t u r e I 112 turns out
Economizer ..........................................0.0453"
Air bleed ....................... 0.0492" (1.25 mm Dr.)
Idle port ................Length 0.143" - Width 0.030"
Idle port locations .........................0.143" - 0.148" 2GC CARBURETOR SPECIFICATIONS
above tightly closed valve Models
Main nozzle ......................Installed permanently, 120 & 140 hp 1979 -- 81
Nozzle bleed ..........................0.028" (No. 70 Dr.) 2.5 & 3.0 Litre 1982 and on
Step-up rod assembly:
Economy step ........................................ 0.063" F l o a t level 1/ 2"
Power step ............................................0.060" F l o a t drop - 1-314"
Step-up rod jet ..... .0.089", Installed permanently Pump rod adjustment 1-5/32"
Accelerating pump jet ............0.0292" (No. 69 Dr.) Choke unloader adjustrnent 0.1 10"
Float level adjustment ...............................15/32" Choke setting
Choke setting .............................. On Index mark I n i t i a l idle m i x t u r e
Choke suction hole .................0.070" (No. 50 Dr.)
Choke unloader adjustment ........................ 7/64"
Initial idle mixture .......................1 to 2 turns out
Initial idle speed ....................1-1/2 to 3 turns out
-- 2GC CARBURETOR SPECIFICATIONS
2GV CARBURETOR SPECIFICATIONS Model
Models 4.3 Litre 1986 and on
90 hp
120 hp 1972-75 F l o a t level 17/32"
I40 hp 1973-75 F l o a t drop 1-314"
155 hp 1967-72 Pump rod adjustment 1-15/16"
165 hp 1972-75 Choke unloader adjustment 5/ 16"
185 hp 1967-68 Choke setting Index
Float level ...............................................
19/32" I n i t i a l i d l e rnixture 2-112 turns o u t
Float drop .......................................-.....I-29/32"
Pump rod adjustment ................................1-1/8"
Choke unloader adjustment ....................... 0.080"
Choke setting ............................................Index
Initial idle mixture ...............................1 turn out
2GC CARBURETOR SPECIFICATIONS
X C CARBURETOR SPECIFICATIONS Models
Models 185 & 200 hp 1979 -- 81
1 20, 140, & 165 hp 1976-78 5.0 Litre 1982 and on
200 hp 1966-67
F l o a t level 17/32"
Float level ...............................................
19/32"
Float level (90 Hp only)................27/64" or 0.421"
F l o a t drop 1-314"
Float drop ...........................................
..I-29/32" Pump rod adjustment 1-71 3 2"
Pump rod adjustment ..............................1-5/32" Choke unloader adjustrnen t 5! 16"
Choke unloader adjustment .......................0.110" Choke setting Index
Choke setting ............................................ Index I n i t i a l idle m i x t u r e 1-1!2 turns out
Initial idle mixture ...............................1 turn out
 © pdfmanualpublisher.com 2005
CARBURETOR SPECS A- 17

4MV CARBURETOR SPECIFICATIONS HOLLEY 4V CARBURETOR SPEClFlCATlONS

Models Models
210 hp 1968-70 235 hp 1975-76
215 hp 1971
225 hp 1972-76 Pump lever clearance ..................0.015" minimum
235 hp 1973 Choke unloader adjustment ....................... 0.300"
Choke setting .................................. 1 notch lean
Float level ..................................................1/4" Initial idle mixture........................ 1-1/2 turns out
Pump rod location ..............................Inner hole Bore ........................ 1-9/16" primary & secondary
Pump rod adjustment .................................9/32" Venturi ............1-1/4" primary; 1-5/16" secondary
Choke unloader adjustment ....................... 0.300" Main jet ..................................................
No. 64
Choke setting ............................................Index Power valve ............................................. No. 50
Initial idle mixture ............................... 1 turn out Secondary throttle setting 1/2 turn beyond contact

4MV CARBURETOR SPECIFICATIONS WOLLEY 4V CARBURETOR SPECIFICATIONS

Models Models
225 hp 1978 235,240 d 250 hp 1977-79
230 hp 1979 -- 81
260 hp 1979 -- 81 Pump lever clearance
3.8 Litre 1982 -- 85 Choke unloader adjustment 0.300"
5.0, 5.7 Litre 1982 and on Choke setting Index
4.3 Litre 1986 and on I n i t i a l idle m i x t u r e 1-112 turns out
Bore
Float level 5/ 16" Primary 1-91 16"
Pump rod location inner hole Secondary 1-9116"
Pump rod adjustrnent 51 16" Venturi
Choke unloader adjustinent 15/64" Primary 1-114"
Choke setting Index Secondary 1-51 1 6"
I n i t i a l idle mixture 3-112 turns o u t Main j e t No. 66
Vacuum break adjustrnent I! 8" Power valve No. 25
Secondary air valve Secondary t h r o t t l e
spring tension 112 turn a f t e r con t a c t setting 1/2 turn beyond contact
F l o a t setting
Dry: Float parallel t o fuel bowl when
bowl is inverted.

HOLLEY 2V CARBURETOR SPECIFICATIONS

Models
170, 175, & 190 hp 1974-77

Pump lever clearance ..................0.015" minimum

Choke unloader adustment ........................0.300"
Choke setting .................................. 1 notch lean
Initial idle mixture ........................1-1/2 turns out
Bore .......................................................
.I-1/2"
Venturi ..................................................
1-3/16"
Main jet ............................................. No. 60
Power valve .............................................No. 50
A- 18 APPENDIX © pdfmanualpublisher.com 2005

100 hp 1972 100 hp 1973

120 hp 1965-72 110 hp 1964 140 hp 1973-81
GMC IN-LINE 120 hp 1973-75 3.0 Litre 1981 h on
120 hp 1976-81
2.5 Litre 1982 & on
Type - No. of Cylinder ................................4-In-line .........................4-In-line .........................4-In-line
Valve Arrangement ......................................In head ...........................In head .......................... In Head
Bore and Stroke .................................3.875" x 3.250" ................. 3.875" x 3.250"...................4.000" x 3.60''
Piston Displacement ........................153 Cubic Inches ..............153 Cubic Inches .............. 181 Cubic Inches
No. System (front to rear) ............................... 1-2-3-4.. ..........................I -2-3-4... .........................I-2-3-4
..I-3-4-2 ............................I-3-4-2.. ..........................I-3-4-2
Firing Order.. .............................................
Compression Ratio ........................................ 8.3 to 1 ............................8.5 to I ............................
8.4 to I
Compression Pressure ................................. 130 PSI* .......................... 130 PSI* .......................... 130 PSI*
* At cranking speed with throttle wide open
Water Temperature Control ..................... Thermostat ......................Thermostat. .....................Thermostat
Thermostat Opens at ...................................... 160" F .............................160' F ............................. 160' F
Alternator Belt Adjustment.l/4-3/8" Give with Finger Pressure
Full Throttle Operating Range 4000 - 4400 RPM
These dimensions, fits and adjustments apply to new parts only.
Pistons:
Type ...................................... Flat - Notched head .......... Flat - Natched head ...............Flat - Sump head
Clearance Limit at Top Land ............. ,0245" - .0335" ................ ,0345" - .0435" ................ ,0255" - .0345"
Clearance Limit at Skirt ................... .0005" - .0015" .................. .005" - .0011" ................ .0025" - ,0035"
Compression Ring Groove Depth ........ .200" - .208".. ................. .2001' - .208"... ................ .209" - .211"
O i l Ring Groove Depth ...................... .194" - .202" ................... .194" - .202" ................... .190" - .199"
Piston Rings:
Compression Ring
Cast Iron .................Cast Alloy Iron .........................Cast Iron
Material .............................................
Type ..................................... Taper Face (Upper .......................O n e Piece ..........Radius Face (Upper)
and Lower) Inside Bevel Taper Face (Lower)
Coating - Upper Ring ............. Flash Chrome Plate ...........Flash Chrome Plate .................. Molybdenum
Coating - Lower Ring .................... Wear Resistant .............................. None .................Wear Resistant
Width ....................................... .0775" - .078OU................ .0775" - .0780" ................ .0775" - .0780"
Gap ............................................. .010" - .020". .................. .010 ' - .020" ......... .010"-.020" (Upper)
.013"-.025" (Lower)
O i l Ring
Material ...................................... Flat Spring Steel ...............................Steel ................Flat Spring Steel
Type .............................................. Rail Expander.. ............... Rail Expander ...................Rail Expander
and Spacer andspacer and Spacer
Coating (rail) ...........................................Chrome ..........................Chrome ..........................Chrome
Width (Piston Groove) ....................... ,188" - ,189" .................... .184" - 188" .................... .188" - 189''
Gap (Ring) ........................................ .015" - 055".. ...............0.015" - 0.055". ................ 0.015" - 0.055"
Width (Ring) ................................. 0.150"-0.156"................. 0.150"-0.156"................. 0.154"-0.160''
Expanders ................................... Expander-Spacer ..............Expander-Spacer .............. ~xpander-spacer
Piston Pins:
2.990" - 3.010" ..................2.990" - 3.010" ..................2.990" - 3.010"
Length ...........................................
Diameter. ....................................9270" - .9273".. .............. .9270" - .9273".. .............. .9270" - .9273"
Clearance in Piston (new) ............. ,00015" - .00025" ............. .00015" - .00025" ................ .0003" - .0004"
Wear Limit in Piston ................................... .001" ...............................001" ...............................OOI"
Clearance in Rod .....................Press .0008" - .002Iu.......... Press .0008" - .002Iu.......... Press .0008" - ,0021"
Connecting Rods:
Material ...................................Drop Forged Steel ............ Drop Forged Steel ............Drop Forged Steel
Length (c/l to c/1) ......................................5.700". ............................5.700" .............................5.70OU
Connecting 120 HD. (1967) through
v - 1972,
.0085" - ,0135"
..1v1400.................Durex (M-100)..............................M400
Material ................................................
Effective Length ............................. .797" - .807" ................... .797" - .807" ................... .792" - .822"
Clearance.. ................................ .0007" - .0027". ............... .0007" - .0028". ............ .00085" - .00135"
End Play ....................................... .008" - .015". .................. ,008" - .014" ................... .008" - .015"
 GMC IN-LINE SPECS A- 19
© pdfmanualpublisher.com 2005

100 hp 1972 100 hp 1973

GMC IN-LINE
120 hp 1965-72 110 hp 1964 140 hp 1973-81
120 hp 1976-81 120 hp 1973-75 3.0 Litre 1981 & on
Crankshaft : 2.5 Litre 1982 & on
Material ....................................Nodular Cast iron ....................Forged Steel .............Nodular Cast Iron
End Play .............................................002" - .006". .................. .002" - .006". .................. .002" - .006"
End Thrust Taken By ...................Rear Main Bearing ............Rear Main Bearing ............Rear Main Bearing
Crankpin Journal Diameter ................1.999" - 2.000" ..................1.999" - 2.000" ..................2.099" - 2.100"
Main Bearing*
Type ................................. Precision Removable.. .......Precision Removable.. .......Precision Removable
Journal Diameter ....................... 2.2983" - 2.2993" ...............2.2983" - 2.2993" ...............2.2983" - 2.2993"
Length ...........................................822" (rear) .....................1.00OU(rear). ................... .822" (rear)
.802" (others)................. .802" (others)................. .830" (others)
Clearance. ................................. .0003" - .0029".. .............. .0003" - .0029".. .............. .0003" - .0029"
* NOTE: O n the 1964 110 hl).
Main Bearing Journal Diameter ..........................................2.2978" - 2.2988"
Main Bearing Clearance ............................................ .0008" - .0024" (rear)
.0003" - ,0019" (others)
Camshaft:
Camshaft Bearing
Material ..............................Steel Backed Babbit .......... Steel Backed Babbit.. ........ Steel Backed Babbit
JournalDiameter x Bearing Length .. 1.8687" x .860" .................1.8687" x .860" ................. 1.8687" x .860f'
Bearing Outer Diameter - Nos. 1 and 2.1.999" - 2.0011'. ................. ..1.999" - 2.1" ....................1.999" - 2.1"
Bearing Outer Diameter - No. 3 ....... 2.009" - 2.011" .................. 2.009" - 2.011" ..................2.009" - 2.011"
Type of Drive ..............................................Gear ...............................Gear ...............................Gear
Crankshaft Gear Material ................Nodular Cast Iron ...............................Steel............. Nodular Cast Iron
Camshaft Gear Material ......................... Bakelite and ..............................Fiber ....................Bakelite and
Fabric Composition Fabric Compostion
Valve Systems:
Lifter Type ............................................ Hydraulic ........................ Hydraulic ........................Hydraulic
Rocker Arm Ratio .................................... 1.75 to 1 .......................... 1.75 to I .......................... 1.75 to I
Valve Lash Adjustment -
Intake and Exhaust (hot) ...........I Turn Down From ............ I Turn Down From ............ I Turn Down From
"Zero Lash" Point ............. "Zero Lash" Point ............."Zero Lash" Point
Valve Face Angle ............................................... 45" .................................45 O .................................45'
Valve Seat Angle ................................................ 46" ................................. 46O .................................
6'
Stem to Guide Clearance - Intake Valve .0010" - .0027" ................ .0010" - .0027" ................ .0010" - .0027"
Stem to Guide Clearance - Exhaust Valve .0015" - .0032" ................ .0015" - ,0032" ................ .001OU- .0027"
Recommended Valve Seat Width
1/32" to 1/16" ..................1/32" to 1/16" ..................1/32" to 1/16"
Intake. ...........................................
Exhaust .......................................... 1/16" to 3/32" ..................1/16" to 3/32" ..................1/16"to 3/32"
Outer Valve Spring Free Length .........................2.08" ..............................2.08" ..............................2.08''
Outer Valve Spring Pressure
Lb. @ In. ..........................................78-86 @ 1.66". ..................78-86 @ 1.66".. .................78-86 @ 1.66"
Lb. Ca In........................................170-180 @ 1.26" ................ 170-180@1.26"................170-180@1.26"
NOTE: O n the 1965 120 Hp., the springs are different :
Lb. 6 In. ..........................................56-64 @ 1.66" ............................-- ............................--
Lb. @ In. .......................................170-184 @ 1 .33" ............................-- ............................ --
Outer valve spring free length ........................1.90" ............................ -- --
............................
Engine Lubrication:
Type O i l Pump ............................................ Gear ...............................Gear...............................Gear
Normal O i l Pressure ...................40 PSI @ 2000 RPM............ 35 PSI @ 2000 RPM............ 40 PSI @ 2000 RPM
O i l Filter - Make and Type ............. AC Type PF-25 or ..............ACType PF-12 or ..............AC Type PF-25 or
PER-49 PER-49
Crankshaft Capacity - Quarts 3-1/2 (4 with new filter). .... .3-1/2 (4 with new filter) ......3-1/2 (4 with new filter)
O i l Grade Recommended
32 Degrees F. and Above ..........................SAE 30 ............................SAE 30 ............................SAE 30
0 Degrees F. to 32 Degrees F. .................. SAE 20W .........................SAE 20W .........................SAE 2ow
Below 0 Degrees F. ..............................SAE 10W......................... SAE 10W .........................SAE low
A-20 APPENDIX
© pdfmanualpublisher.com 2005

KAISER V6
(GMC V6)

Type - No. of Cylinders .................................90" V-6 ........................... 90" V-6. .......................... 90" V-6
Valve Arrangement .....................................I n Head .......................... In Head .......................... In Head
Bore and Stroke ................................. 3.750" x 3.400"................. 3.750" x 3.400" ................. 3.750" x 3.400"
Piston Displacement ........................225 Cubic Inches .............. 225 Cubic Inches ..............225 Cubic Inches
Compression Ratio ........................................ 9.0 to 1 ............................9.0 to I ............................9.0 to I
Octane Requirement ................84 Motor/93 Research .......84 Motor/93 Research ....... 84 Motor/93 Research
Cylinder Numbers - Front to Rear
Starboard Bank ............................................ 2-4-6 .............................. 2-4-6 .............................. 2-4-6
Port Bank ................................................... 1-3-5 ..............................1-3-5 ..............................1-3-5
Firing Order. ..........................................1-6-5-4-3-2.. ....................1-6-5-4-3-2.. .................... 1-6-5-4-3-2
Oiling System Type ...............................Forced Feed ....................Forced Feed. ...................Forced Feed
Type of Lubrication To:
Crankshaft Bearings .................................Pressure.. ........................Pressure ..........................Pressure
Camshaft Bearings ................................... Pressure.. ........................Pressure.. ........................Pressure
Connecting Rods ................................... ..Pressure ..........................Pressure ..........................Pressure
Piston Pins ................................................Splash .............................Splash .............................Splash
Cylinder Walls ........................... Splash and Nozzle ............Splash and Nozzle ............ Splash and Nozzle
Timing Chain ............................Splash and Nozzle ............ Splash and Nozzle ............ Splash and Nozzle
Normal Oil Pressure ................ 40 Pounds @ 2400 RPM ...... 30 Pounds @ 2400 RPM ...... 30 Pounds @ 2400 RPM
O i l Reservoir Capacity - Quarts ....... 4 (5 with dry filter) .............4 (5 with dry filter) .............4 (5 with dry filter)
Oil Filter Make and 1-ype................... AC Type PF-7 or ..................AC Type PF-10 ................... AC Type PF-7
Purolator PER-5
Water Temperature Control ..................... Thermostat ......................Thermostat ......................Thermostat
Thermostat Opens a t .....................................160" F ............................. 160" F .............................160" F.

These dimensions, fits and adjustments apply to new parts only.

Pistons:
Material ...............................Cast Aluminum Alloy ........ Cast Aluminum Alloy ...............Aluminum Alloy
Type ..............................................Divorced Skirt
Finish .........................................Cam Ground
Piston Pin Offset .........................................040" ............................ .040" ............................ .040"
Piston Clearance Limits
Top Land ....................................0265" - ,0345"................ .0215" - .0295". ................................NA
Skirt - Top ...................................0011" - .0017" ................ .0005" - .0011" .................................NA
Skirt - Bottom ............................. .0011" - .0027" ................ .0005" - .0021" .................................NA
Ring Groove Depth
#I - Compression Ring ................. .1855" - .1930" ................ .1880" - .1955" .................................NA
#2 - Compression Ring .................. .188" - .1955" ................ .1905" - .1980" .................................NA
#3 - O i l Ring ................................ .188" - .1955" ................ .1905" - .1980" .................................NA
Piston Rirgs:
Compression Rings, Material and Surface Treatment
Number I ....................Cast Iron - Chrome Plated ........ Iron - Chrome Plated ........ Iron - Chrome Plated
Number 2 ............................. Cast Iron - Lubrited .................Iron - Lubrited ..........................Lubrited
Ring Width
#I - Compression Ring ................. .0785" - ,0789" ................ .0785" - .0790f'.................................NA
#2 - Compression Ring ................ ,0770" - .078OU................ .07701'- .078OU.................................NA
#3 - O i l Ring .................................. .1811'- .187" ..................... .181" - .I87 .................................NA
Compression Ring Gap in Bore ............ ,010'' - .020" ................... .010" - .020" ................... .010" - .020"
Oil Ring -Type ..................... Steel Rail With Spacer ........Steel Rail With Spacer ........Steel Rail With Spacer
O i l Ring Expander .................... Steel Humped Type .......... Steel Humped Type .......... Steel Humped Type
O i l Ring Gap in Bore ......................... .015" - .035" ................... .015" - .035" .................... .015"- .035"
 © pdfmanualpublisher.com 2005 GMC V6 SPECS A-2 1

KAISER V6
(GMC V6)
Piston Pins:
Length ......................................................3.06OU.............................3.060ff........................... ..2.960ff
Diameter ...................................... .9394" - .9397" ................ .9394" - .9397" ................ .9394" - .9397"
Fit in Piston ..................................,00005" - .0001". .............. .00005" - .0001" ........................... .ooolff
Fit in Connecting Rod ................0007" - .0015" Press ......... .0007" - .0015" Press ......... .0007" - .0015" Press
Connecting Rods:
Material ............................Pearlitic Malleable Iron ..... Pearlitic Malleable Iron.................................NA
Bearings - Type ..................Removable Steel Backed ....Removable Steel Backed ......... 4 Replaceable Liners
Bearings - Material ......................M/400 Aluminum.............M/400 Aluminum .....................Durex 100A
Bearing Length ............................................737". ................................737............................ .820f'
Bearing Clearance .......................... .0002" - .0023" ................ .0002" - .0023" .................................NA
End Play .......................................... .006" - .014". .................. .006" - .014". .................. .005" - .012"
Crankshaft:
Material .......................................... Nodular Iron ..... Pearlitic Malleable Iron ................................. NA
Main Bearing JournalDiameter ...................2.4995"...........................2.4995"...........................2.2992"
Crankpin Journal Diameter ...........................2.000".............................2 . 0 0 1 ' . . . . . . . . . . . . . . . . . . . . . . . . . .2.00''
...
Bearings - No. and Type ......... 4 - Replaceable Liners........4 - Replaceable Liners........ 4 Steel Backed Babbit
Bearings - Material ....... M-400 Aluminum (#I,#2, #3).M/400 Aluminum (#I, #2, #3) ...............................NA
M-100 Durex (#4 Lower) ................Durex 100A (#4).................................NA
End Thrust Taken By ..........................No. 2 Bearing...................No. 2 Bearing ...................No. 2 Bearing
End Play at Thrust Bearing ................... .004" - .008" ................... .004" - .008" ................... .004" - .008"
Main Bearing Effective Length
Number 1 .............................................. .864". ........................... .864" ............................ .864"
Number 2 . ..............................................1 .057". ......................... . I .057!'. ............................I .057"
Number 3 .............................................. .864". ........................... .864". ........................... .864"
Number 4 .............................................. .864". ........................... .864" ............................ .864"
Main Bearing Clearance .....................0004" - .0015" ................ .0004" - .0018" ................ .0005" - .0021"
Camshaft:
Material ........................................Cast Alloy Iron .................Cast Alloy Iron .................Cast Alloy Iron
Type of Drive .............................................Chain .............................Chain .............................Chain
No. of Links ................................................54 ..................................54 .................................NA
Crankshaft Sprocket .......................... Sintered Iron ................... Sintered Iron .................................NA
Camshaft Sprocket ............Nylon Coated Aluminum ... Nylon Coated Aluminum .................................. NA
Bearings - Number and Type.. 4 -Steel Backed Babbit. ..... 4 - Steel Backed Babbit ................................. NA
Bearing Journal Diameter
Number 1 .....................................1.755" - 1.756"..................1.755" - 1.756" ..................1.755" - 1.756"
Number 2 .................................... 1 .725" - 1.726"... ...............1.725" - 1.726".. ................1.725" - 1.726''
Number 3 .................................... 1.695" - 1.696" ..................1.695" - 1.696" ..................1.695" - 1.696''
Number 4 ....................................1.665" - 1.666" ..................1.665" - 1.666" ..................1.665"- 1.666''
journal clearance i n Bearings ........... .0015" - .004"... .............. .0015" - .004" ................ .0005" - .0035"
Valve System:
Lifter Type ............................................Hydraulic ........................Hydraulic ........................Hydraulic
Lifter Diameter .............................. .8422" - .8427". ............... .8422" - .8427". ............... .8422" - .8427"
Lifter Clearance .............................. .0015" - .003" .................. .0015" - .003" ................. .0015" - .003"
Lifter Leakdown Rate,
in Test Fixture ............................12 to 60 Seconds ...............12 to 60 Seconds ...............12 to 60 Seconds
Rocker Arm Ratio ...................................... 1.6 to I ............................1.6 to I
1.6 to 1 ............................
Rocker Arm Clearance on Shaft.. ...... .0017" - .0032". ............... .0017" - .0032" ................ .0017" - .0032"
Valve Head Diameter, Inlet ...........................1.625" .............................1.625".............................1.625"
Valve Head Diameter, Exhaust .......................1.375" ............................. 1.375"...........................1.3125"
Valve seat Angle, lnlet
and Exhaust ................................................ 450 .................................450.................................450
Valve Seat Width, lnlet
and Exhaust ............................................1/16" ..............................1/16', ..............................1/16"
 A-22 APPENDIX
© pdfmanualpublisher.com 2005

KAISER V6
(GMC V6)
Valve Stem Diameter
Inlet ........................ .3412" Top - .3407" Bottom. .3412" Top - ,3407" Bottom. .3412" Top - .3407" Bottom
Exhaust ...................... .3407" Top .3402" Bottom. .3407" Top - .3402" Bottom. .3407" Top - .3402" Bottom
Stem to Guide Clearance
Inlet ......................................... ,0012" - .0032". ..............Top .001" - .003"...............Top .001" - .003"
Bottom .0015" - ,0035" Bottom .0015" - .0035"
Exhaust .................................Top .0015" - ,0035"............ Top .0015" - .0035" ............Top .0015" - .0035"
Bottom .002" - .004" Bottom .002" - .004" Bottom .002" - .004"
Valve Spring Type .............................Single Helical ...................Single Helical ................... Single Helical
Valve Spring Pressure
+
Lb. @ I n..................................... 64 5 @ 1.727"...................... 64@1.6401'...................... 64@1.6401'
+
Lb. @ 1n. ..................................164 5 @ 1.327". ................... 168 @ I .260f'.................... 168 @ I .260"
+
Alternator Belt Adjustment ............1/4-3/8" Give with .....................60 5 With .....................60 +
5 With
Finger Pressure Gauge J-7316 Gauge 1-7316

GMC SIX-CY LENDER EN-LINE 1972-76

Type - No. of Cylinder. . . . . . . . . . . . . . . . . . . . . . . . . . 6 - In-line

Valve Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . In head
B o r e and Stroke . . . . . . . . . . . . . . . . . . . . . . . . . . .3.875" x 3.530"
Piston Displacement . . . . . . . . . . . . . . . . . . . . . . . 250 Cubic Inches
No. System (front to r e a r ) . . . . . . . . . . . . . . . . . . . . . . . 1-2-3-4-5-6
Firing O r d e r . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-5-3-6-2-4
Compression Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.02:l
Compression P r e s s u r e . . . . . . . . . . . . . . . . . . . . . . . . . . 130 PSI*
Octane Requirement . . . . . . . . . . . . . . . . . . . 84 Motor/93 R e s e a r c h
Water T e m p e r a t u r e Control . . . . . . . . . . . . . . . . . . . . . .T h e r m o s t a t
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160" F.
T h e r m o s t a t Opens a t
Alternator Belt Adjustment. . . . . .1/4-3/81, Give With Finger P r e s s u r e
* At c r a n h n g speed with throttle wide open

2. Engine Dimensions, F i t s and Adjustments

Pistons:
Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flat - Notched head
Clearance Limit - Production . . . . . . . . . . . . . . . . .0005" - .0015"
- S e r v i c e . . . . . . . . . . . . . . . . . . . . . .0025" Max.
Piston Rings:
Compression Rings
Production Groove Clearance - Top . . . . . . . . . . .0012" - .0027"
- 2nd . . . . . . . . . . .0012" - .0032"
Service Groove Clearance ......... Hi Limit Production +.001"
Gap, Production - Top. . . . . . . . . . . . .010" - .020"
- 2nd . . . . . . . . . . . . .010" - .020"
Gap, Service .................. Hi Limit Production +.OIOn

Oil Ring
Production Groove Clearance . . . . . . . . . . . . . . . . . .005" Max.
Service Groove Clearance . . . . . . . . . Hi L i m i t Production +.001"
Gap - Production . . . . . . . . . . . . . . . . . . . . . . . .015" - .0055"
Gap - S e r v i c e .. . . . . . . . . . . . . . . . . Hi Limit Production +.OIOH
© pdfmanualpublisher.com 2005
 A-24 APPEND lX © pdfmanualpublisher.com 2005

G M C V8

Type - No. of Cylinders .......................................................... 90"V-8........................................ 90' V-8

Valve Arrangement ..............................................................I n Head ....................................... In Head
Bore and Stroke.. ........................................................3.750" x 3.400". .............................3.875" x 3.000''
Piston Displacement .................................................300 Cubic Inches ...........................283 Cubic Inches
Compression Pressure ...........................................................150 psi*. ......................................150 psi*
* At cranking speed with throttle wide open 200 hp. 1965 110 psi*
Compression Ratio .................................................................9.0 to 1........................................ 9.0 to 1
Octane Requirement ......................................... 84 Motor/93 Research ....................84 Motori93 Research
Cylinder Numbers - Front to Rear
Starboard Bank.. ................................................................ .2-4-6-8.. ......................................2-4-6-8
Port Bank ......................................................................... 1 - 3 - 5 - 7 .......................................1-3-5-7
Firing Order .............................................................. .I-8-4-3-6-5-7-2.. ............................I-8-4-3-6-5-7-2
Engine Manifold Vacuum @ Idle .............................14 Inches Minimum .............................................NA
Oiling System Type ........................................................ Forced Feed.................................Forced Feed
Type of Lubrication To:
Crankshaft Bearings .......................................................... Pr essure......................................Pressure
Camshaft Bearings ............................................................Pressure ......................................Pressure
Connecting Rods.. ............................................................ Pressure.. ....................................Pressure
Piston Pins. .........................................................................S plash ......................................... Splash
Cylinder Walls .................................................... Splash and Nozzle .........................Splash and Nozzle
Timing Chain ..................................................... Splash and Nozzle .........................Splash and Nozzle
Normal O i l Pressure .........................................33 Pounds @ 2400 RPM ...................35 Pounds @ 2400 RPM
NOTE: 1967 200 hp. 40 Pounds @ 2400 rpms
O i l Reservoir Capacity - Quarts ................................. 4 (5 with dry filter).........................4 (5 with dry filter)
O i l Filter Make and Type ............................................... AC Type PF-10 ...................................... AC-PF 25
Water Temperature Control .............................................. Thermostat .................................. Thermostat
Thermostat Opens at .............................................................. 160° F.. ....................................... . I 0 F.
These dimensions, fits and adjustments apply to new parts only
P~stons:
Mater~al and Surface Treatment Cast Aluminum Alloy - T i n Plated
Piston Pin Otfset .................................................................. .040" ............................................
NA
Piston Clearance Limits
Top Land ............................................................ .0265" - .0345" ............................. .0345" - .0435"
Skirt -Top ............................................................0005" - .OOll ............................. .0005" - .OOIlf'
ff

Skirt - Bottom .......................................................0005" - .0021" ............................................. NA

NOTE: 1967,200 hp.
Skirt Top .0011" - .0017"
Skirt bottom .0011" - .0017"
Ring Groove Depth
#I - Compression Ring ..............................................1855" - .1930" .................................200" - .208"
#2 - Compression Ring .............................................. .188" - .1955" ................................ .200" - .208"
#3 - O i l Ring .............................................................188" - .1955" ................................ .194" - .202"
Piston Rings:
Compression Rings, Material and Surface Treatment
Number 1 ............................................. Cast Iron - Chrome Plated ............................................. NA
Number 2 ...................................................... Cast Iron - Lubrited ............................................. NA
Ring Width
#I - Compression Ring .......................................... .0785" - .0790" ............................. .0775" - .07801'
#2 - Compression Ring .......................................... .0770" - .07801'.............................,0775" - .0780"
#3 - Oil Ring ........................................................... ,181" - .187" ................................ .184" - .188"
Compression Ring Gap in Bore ..................................... .010" - ,020" .................................010" - ,020"
 GMC V8 SPECS A-25
© pdfmanualpublisher.com 2005

GMC V8

Oil Ring -Type .......................................Dual Steel Rail With Spacer.. ...........................................NA

O i l Ring Expander .............................................Steel Humped Type .............................................NA
Oil Ring Gap in Bore .................................................. .015" - .035" ................................ .015" - .055"
Piston Pins:
3.0601'.............................. 2.990" - 3.0IOff
Length ...............................................................................
Diameter.. ............................................................. .9394" - .9397". ..............................9270" - .9273"
Fit in Piston ............................................................ .0001" - .0004".. ..........................00015" - .00025"
NOTE: I967 200 hp. .0001" - .0005"
F i t i n Connecting Rod ....................................... .0007" - .0015" Press .......................Press .0008" - .0016"
Connecting Rods:
Material ..................................................... Pearlitic Malleable Iron ............................................. NA
Bearings - Type ...........................................Removable Steel Backed .............................................NA
Bearings - Material ...............................................Mi400 Aluminum ............................................. NA
Bearing Length .....................................................................737" .............................................NA
Bearing Clearance ....................................................0020" - .0023".. ........................... .0007" - .0027"
End Play ............................................ .006" - ,014" (total both rods) ................................ .009" - .013"
Crankshaft:
Material ..................................................... Pearlitic Malleable Iron .....................Precision Removable
..................NO. 1 - 2.2984" - 2.2993"
Main Bearing JournalDiameter ............................................2.4995". ..........Nos. 2. 3.4 - 2.2983" - 2.2993"
NO. 5 - 2.2978" - 2.2988"
Crankin Journal Diameter ..................................................... 2.000" ..............................1.999" - 2.000~~
Bearings - No. and Type ......................... 5 - Replaceable Steel Backed ............................................NA
Bearings - Material ............................M-400 Aluminum (#I, #2, #3, #4) ............................................. NA
M-100 Durex (#5)
End ~ h r u sTaken
t By ...................................................No. 3 Bearing ......................... Rear Main Bearing
End Play at Thrust Bearing ............................................ .004" - .008" ................................,003" - .011"
Main Bearing Effective Length
Number 1 ....................................................................... .864" .................................. NA
Number 2 ........................................................................ .864" .............................................NA
Number 3 ........................................................................ I .057". ............................................ NA
Number 4 .........................................................................864" ............................................. NA
Number 5 . . ...................................................................... .864". ............................................NA
Main Bearing Clearance ........................................... .0004" - ,0015" ...................... 0. I - .0008" - .0020"
N OS . 2,3,4 - .0018" - .0020"
Camshaft: No. 5 - .0010" - .0038"
Material ................................................................. y .............................................NA
Cast ~ l l o Iron
Type of Drive ......................................................................Chain .............................................NA
No.of Links .............................................................................54 .............................................NA
Crankshaft Sprocket ...................................................Sintered Iron .............................................NA
CamshaftSprocket .....................................Nylon Coated Aluminum .............................................NA
Bearings - Number and Type ...........................5 - Steel Backed Babbit ............................................. NA
Bearing JournalDiameter
Number 1 .............................................................
1 785" - 1.786"........................... 1.8682"-1.8692"
Number 2 .............................................................
1.755" - 1.756".. ......................................1.8682"
1.725" - 1.726"........................................1.8682''
Number 3 .............................................................
Number 4 .............................................................
1.695" - 1.696"........................................1.8682"
1 .665" - 1.666"........................................I .8682"
Number 5 .............................................................
JournalClearance in Bearings ............................. .0005" - .0025" (#I).............................................NA
,0005"-.0035" (#2, #3, #4, #5)
Valve System:
Hydraulic.....................................Hydraulic
Lifter Type .....................................................................
Lifter Diameter ........................................................8422" - .8427" .............................................NA
 © pdfmanualpublisher.com 2005

Lifter Clearance ....................................................... .0015" - .003" ............................................. NA

Lifter Leakdown Rate,
in Test Fixture. ....................................................12 t o 60 Seconds ............................................. N A
Rocker Arm Ratio ...............................................................1.6 t o I........................................ 1.5 t o I
Rocker Arm Clearance o n Shaft.. ................................. .0017" - .0032". ............................................ N A
Valve Head Diameter, Inlet .................................................. 1.8125" ............................................. NA
Valve Head Diameter, Exhaust ................................................1.375" ............................................. NA
Valve Seat Angle, inlet
4 ............................................. 45"
and Exhaust .........................................................................
Valve Seat Width, Inlet .................................................................NA .............................. 1/32"to 1/16"
and Exhaust .........................................................................1/16". ............................. 1/16" t o 3/32"
Valve Lash Adjustment -
intake and Exhaust (Hot) .......................................................A ........................ 1 Turn Down From
"Zero Lash" Point
Valve Stem Diameter
Inlet ................................................. .3415" Top - .3412" Bottom ............................................. N A
Exhaust ............................................. .3402" Top - 3412" Bottom ............................................. N A
Stem t o Guide Clearance
lnlet ...................................................................0012" - .0032". ............................ .0010" - .0027"
W/.0003" Max. Taper
Exhaust ..........................................................Top .0015" - .0035"
Bottom .0021" - .004"
Valve Spring Type ...................................................... S i n e Helical ........ .................................. NA
..&

Valve Spring Pressure

.64 k 5 @ I.727'' ............................... .78-86 @I.66"
Lb. @ In. ............................................................
164 + 5 @ 1.340" ........................... 170-180 @ 1.260"
Lb. @ In. ............................................................
Alternator Belt Adjustment .............................. 60 2 5 With Cage 1-7316.................. 75 k 5 with gage 1-7316

210 hp 1969-70
G M C V8 225hp 1972-76 215 hp 1971
245 hp 1972-75 235 hp 197 1

Type - No. of Cylinders .........................................................90" - V-8 ...................................... 90" - V-8

Valve Arrangement ...............................................................In head ........................................I n head
Bore and Stroke .......................................................... 3.875" x 3.250" .............................. 3.875" x 3.250"
Piston Displacement ................................................. 307 Cubic Inches ........................... 307 Cubic Inches
Cylinder Numbers - Front to Rear
Starboard Bank ...................................................................2-4-6-8.. ...................................... 2-4-6-8
Port Bank ..........................................................................I-3-5-7.. ...................................... 1-3-5-7
Firing Order ...............................................................1-8-4-3-6-5-7-2 ..............................I-8-4-3-6-5-7-2
Compression Ratio ................................................................. 8.2 t oI........................................8.5 to I
Compression Pressure ..........................................................165 PSI* .......................................I65 PSI*
* At cranking speed with throttle wide open.
Octane Requirement ......................................... 84 Motor/93 Research ....................84 Motor/93 Research
Water Temperature Control ..............................................Thermostat ............................. Thermostat
Thermostat Opens at ............................................................ 160" F ......................................... I F.
Alternator Belt Adjustment ................. 1/4-3/8" give with finger pressure .... 1/4-1/2" give with finger pressure
These dimensions, fits and adjustments apply t o new parts only.
Pistons:
Clearance Limit at Top Land.. .................................... .0029" - .0036" ............................. .0345" - .0435"
Clearance Limit at Top Land ............. 1974, 225 & 245 Hp. .0235" - .0325"
Clearance Limit at Skirt ............................................ .0005" - .0011" ............................. .0005" - .0011"
Compression Ring Groove Depth .............................. .2025" - .2035" ................................ .200" - .208"
 GMC V8 SPECS A-27
© pdfmanualpublisher.com 2005

GMC VS

O i l Ring Groove Depth ............................................ .1965" - .1975"................................ .194" - .202"

Piston Rings:
Compression Ring
Width ................................................................ .0775" - .0780". ............................ .0775" - .07801'
Gap ...................................................................... .O1O1' - .O2Op'................................ .OlO" - .020"
O i l Ring
Width of Rails .............................................................. .028" Max .............................................. N A
Width of Spacer ......................................................... .184" - .188" ............................................. N A
Width of Spacer .................................... 1974-225-245 h p .177" - .182"
Width ................................................................................. NA ................................ 184" - .188"
Gap .................................................................................... NA.. .............................. .015" - .055"
Piston Pins:
Length .................................................................... 2.990" - 3.010" ..............................2.990" - 3.010"
Diameter. .............................................................. .927OU- .9273" ..............................9270" .9273" -
Clearance i n Piston (new) .......................................00015" - .00025". ......................... ,00015" - ,00025"
Wear Limit i n Piston .............................................................. .001" ..........................................OOI"
Clearance in Rod .............................................. Press .0008" - .0016".. .....................Press .0008" - ,0016''
Connecting Rods:
Connecting Rod Bearing
Clearance.. ......................................................... .001Iu - .0032". ............................ -
,0007" .0027"
End Play ............................................................... ,008" - .014" ................................ -
.009" .013"
Crankshaft:
End Play ................... .
. .
...................................
..... -
.002" .006" .........................*...... .003"- .011"
End Thrust Taken By ............................ .
......... No. 5 Main Bearing ......................... Rear Main Bearing
Crankpin Journal Diameter .................................................... 2.100"................................ 1.999"-2.000''
Main Bearing
Type .............................................................. Precision Removable.. ................ Precision Removable
NO. 1, 2.2984"-2.2993"
Journal Diameter ........................................................... 2.44901'...........Nos. 2,3,4 - 2.2983" - 2.2993"
NO. 5 - 2.2978" - 2.2988"
Clearance ................................ . . . NO. 1-4 - .0006" - .0018" ................. ....NO. 1 - ,0008" - .002oU
NO. 5 - -0017" - .0033". ............ .NOS.2,3, 4 - .0018" - ,0020"
.....................NO,5 - ,0010"- .0036"
Camshaft:
Cast-In Identification No. 6930 .................................................225 HP ......................................... 215 HP
No. 3125 .................................................245 HP ......................................... 235 HP
Camshaft Bearing Journal
Diameter & ~ e n g t ................................................
h 1.8682" x 1.8962" ...........................1 . 8 6 8 2 " ~1.8692"
Type of Drive ...........................................Double Row Roller Chain ..........................................Chain
Valve Systems:
Lifter Type .....................................................................
Hydraulic ..................................... Hydraulic
Rocker Arm Ratio ............................................................... 1.5 to I ........................................1.5 to I
Va!ve Lash Adjustment -
Intake and Exhaust (hot) ...........................3/4 to 1 Turn Down From ................3/4 to 1 Turn Down From
"Zero Lash" Point .........................."Zero Lash" Point
Valve Face Angle .....................................................................4 .............................................45"
4 6 " . ......................................... 46"
Valve Seat Angle .....................................................................
Stem to Guide Clearance - Intake .............................. .0010" - .0027" ............................. .0010" - .0027"
Stem to Guide Clearance - Exhaust ........................ .0010" - .0027" top ............................. .0010" - .0027"
.0020" - ,0037'' bottom
Recommended Valve Seat Width
.1/32" to 1/16~',.,...........................1/32" to 1/16''
Intake. ................................................................
Exhaust ................................................................
1/16" to 3/32",.. ...........................1/16" to 3/32"
Outer Valve Spring Free Length ...............................................2.03" ........................................... 2.08"
A-28 APPENDIX
© pdfmanualpublisher.com 2005

GMC V8

Outer Valve Spring Pressure

Lb. @ In. Closed ...................................................... 76-84 @ 1.70" ...............................78-86 @I.66"
Lb. @ In. Open .................................................... 194-206 @ 1.25" .......................... 170-180 @I.2601'
Engine Lubrication:
Type O i l Pump ...................................................................... Gear. .......................................... Gear
O;I Filter - Type ....................................Purolator PER-40 or AC PF-35 .......... Purolator PER-40 or AC PF-29
Crankcase Capacity - Quarts ................................ 5 (6 with new filter) ........................5 (6 with new filter)
OilGrade Recommended
32 Degrees F. and Above ......................................................SAE 30 ......................................... SAE 30
0 Degrees F. to 32 Degrees F ............................................... SAE 20W ......................................SAE 20W
0 Degrees F. .................................................................... SAE IOW ......................................SAE IOW
Fuel Grade Recommendation ..................................................93 Octane Leaded, 91 Octane Low Lead
We recommend O M C PREMIUM 4 CYCLE MOTOR OIL specially formulated for heavy duty marine use. Ideal
for O M C Stern Drive and Inboard engines. Provides better anti-wea1 qualities, especially during long high
speed operation. Neutralizes acids caused in all internal combustion engines, offers superior corrosion protec-
tion. Formulated to offer better resistance to oxidation and high temperature sludge formation.
 © pdfmanualpublisher.com 2005
GMC V8 SPECS A-29

G M C V8 ENGINES 305 CID GMC V8 ENGINES 305 CID

185 hp 1978-79 200 hp 1979
200 hp 1979 225 hp 1978
225 hp 1978 230 hp 1979
230 hp 1979

ENGINE BLOCK

GENDiAL SPECIFICATIONS
Type - No. of cylinders 90' - V-8 Clearance
Valve arrangement In head Production .00025-,00035
Bore & stroke 3.736 x 3.480 Service -00 1 max.
Displacement cu. in. 305 Fit in rod
Cylinder number, front Interference
to rear Connecting rods
Starboard bank 2-4-6-8 Bearing clearance
Port bank 1-3-5-7 Production -00 13--0035
Firing order 1-8-4-3-6-5-7-2 Service .0035 max.
Compression ratio 8.4: 1 Side-clearance -008- .O 1 4
Compression pressure 125 psi ( I )
Water temp. control Thermostat
Thermostat opens a t 160' F Crankshaft
Alternator belt adjustment End play -002-.006
give with finger pressure l/4-3/8" Main journal diameter
Full throttle operating NO. I 2.4484-2.4493
range 4000-4400 rpm NO. 2, 3, 4 2.448 1-2.4490
NO. 5 2.4479-2.4488
Taper
Product ion .0002 max.
Service .OO 1 max.
Out-of-round
Production .0002
Service .OO 1 max.
FITS AND ADJUSTMENTS Main bearing clearance
Pistons Product ion
Production clearance .00007-.OO 17 NO. I -00 19-.003 1
Service clearance .0027 max. NO. 2, 3, 4 -00 1 3--0025
Piston rings - compression NO. 5 -0023--0033
Groove clearance Main bearing clearance
Production - top .OO 12-.0032 Service
Production - 2nd -00 12--0027 No. I .002 max.
Service - hi limit +.OO 1 All others .0035 max.
Gap Crankpin diameter 2.099-2.100
TOP .o 10-.020 Taper
2nd .O 10--025 Production .0003 max.
Service - hi limit +.010 Service .OO 1 max.
Piston rings - oil Out-of-round
Groove clearance .005 max. Production .0002 max.
Service Service .OO 1 max.
Production plus .OO 1 Camshaft
Gap Cast-in ident. No. 2944
Product ion .O 15-.055 Bearing journal dia. 1.8682- 1.8692
Service Runout .O 15 max.
Production plus .010 Type of drive Double row
Piston pins roller chain
Diameter -09270--09273
A-30 APPENDIX
© pdfmanualpublisher.com 2005

GMC V8 ENGINES 305 CID GMC V8 ENGINES 305 CID

200 hp 1979 200 hp 1979
225 hp 1978 225 hp 1978
230 hp 1979 230 hp 1979

CYLlNDEFt HEAD ENGINE LUBRICATION

Valve system
Lifter type Hydraulic Oil pump t y p e Gear
Rocker a r m ratio 1.5: 1 Crankcase capacity
Valve lash adjustment 225 and 230 hp Approx. 5 q t s
Intake & exhaust 3/4 turn New filter, add 1 qt
down from 185 and 200 hp Approx. 4 q t s
" zero lash" point New filter, add 1 qt
Valve f a c e angle 45O Oil filter
Valve s e a t angle 46 O OMC P a r t No.
Stem t o guide clearance Purolator
Intake & exhaust .OO 1 0-.0027 AC
Exhaust, service .0027 + .002 Oil grade recommended
Intake, service .0027 + -00 1 32 degrees F. & above SAE 30
Valve s e a t width 0 degrees F. t o 32 F SAE 20W
Intake 1/32-1116 Below 0 degrees F. SAE IOW
Exhaust I / 16-1/32
Valve spring
F r e e length 2.03
Pressure ft-lbs
Closed 76-84 @ 1.70
Open 194-206 @ 1.25
 © pdfmanualpublisher.com 2005 GMC V8 SPECS A-3 1

SPECIFICATIONS
GMC V8 ENGINES 305 CID GMC V8 ENGINES 305 CID
185 hp 1980-81 185 hp 1980-81
200 hp 1980-81 200 hp 1980-81
230 hp 1980-81 230 hp 1980-81
350 CID 1979-81 350 CID 1979-81
5.0 Litre 1982 & on 5.0 Litre 1982 & on
5.7 Litre 1982 & on 5.7 Litre 1982 & on
ENGINE BLOCK

GENERAL SPECIFICATIONS Service

Type - No. of cylinders 90' - V-8 Production plus
Valve arrangement In head Gap
Bore & stroke Production
305 CID Service
350 CID Production plus
Displacement Piston pins
305 CID 305 cu. in. Diameter
350 CID 350 cu. in. Clearance
Cylinder number, f r o n t Production -00025-.00035
t o rear Service .001 max.
Star board bank F i t in rod
Port bank Interference
Firing order Connecting rods
Compression ratio Bearing clearance
305 CID Production .0013-.0035
350 CID Service .0035 rnax.
Compression pressure Side clearance .008-.014
305 CID 125 psi
350 CID 135 psi Crankshaft
Water temp. control Therrnos&at End play
Thermostat opens at 160 F Main journal diameter
A1ternator beit adjustm N& 1 2.4484-2.4493
give with finger press1 No. 2, 3, 4 2.448 1-2.4490
Full t h r o t t l e operating No. 5 2.4479-2.4488
range -- 185 hp Taper
200, 230, & 260 hp Production .0002 max.
5.0 & 5.7 Litre Service .001 max.
Out-of-round
FITS AND ADJUSTMENTS Production .OOO2
Pistons Service .9O 1 max.
Production clearance .00007-.OO 17
Service clearance .0027 max. Main bearins clearance
Piston rings - compression Production
Groove clearance NO. 1 ,0008-.0020
Production - t o p .OO 12-.0032 No. 2, 3, & 4 -0011--0023
Production - 2nd .OO 12-.0032 No. 5 .OO 17-.0032
Service - hi limit +.OO1
Gap Main bearins clearance
TOP .010-.020 Service
2nd .010-.025 NO. 1 .OO 10--0015
Service - hi limit +.010 NO. 2, 3, & 4 .OO 10-.0023
Piston rings - oil 5.0 & 5.7 Litre .0010-.0025
Groove clearance .005 max. NO. 5 .OO 17--0032
5.0 & 5.7 Litre .002-,007 max. 5.0 & 5.7 k i t r e .0025--0035
A-32 APPENDIX © pdfmanualpublisher.com 2005

SPECIFICATIONS
GMC V8 ENGINES 305 CID GMC V8 ENGINES 305 CID
185 hp 1980-81 185 hp 1980-81
200 hp 1980-81 200 hp 1980-81
230 hp 1980-81 230 hp 1980-81
350 CID 1979-81 350 CID 1979-81
5.0 Litre 1982 & on 5.0 Litre 1982 & on
5.7 Litre 1982 & on 5.7 Litre 1982 & on

Crankpin diameter 2.0986-2.0998 Valve seat width

Taper Intake 1/32-1116
Production .005 max. Exhaust 1/ 16-3/32
Service .001 max. Valve spring
F r e e length 2.03
Ou t-of-round Pressure f t-lbs
Production .0005 max. Closed 76-84 @ 1.70
Service _ Open 194-206 @ 1.25
All models .001 max.
ENGINE LUBRICATION
Camshaft
Cast-in ident. No. 2944 Oil pump type Gear
Bearing journal dia. 1.8682-1.8692 Crankcase capacity
Runout .0015 max. 185 and 200 hp Approx. 4 q t s
Type of drive Double row New filter, add 1 qt
roller chain 230, 260 hp; 5.0 & 5.7 Litre 5 qts
New filter, add 1 qt.
CYLINDER HEAD Oil filter
Valve system OMC P a r t No. 173233
Lifter t y p e Hydraulic Purolator PER-40
Rocker a r m ratio 1.5:l AC PF35
Valve lash adjustment Oil grade recommended
Intake & exhaust 314 turn 32 degrees F. & above SAE 30
down from 0 degrees F. t o 32 F SAE 20W
"zero lash" point Below 0 degrees F. SAE 10W
Valve f a c e angle 45:
Valve s e a t angle 46
Stem to guide clearance
Intake & exhaust .OO 10--0027
Exhaust, service .0027 + .002
Intake, service .0027 + .001
 © pdfmanualpublisher.com 2005
GMC V6 SPECS A-33

SPECIFICATIONS
GMC V-6 ENGINES 229 CID GMC V-6 ENGINES 229 CID
3.8 Litre 3.8 Litre
1981-82 1981-82

ENGINE BLOCK Vain journal c'iameter

All 2.4995
GENERAL SPECLFICATIONS Out-of-round
Type - No. of cylinder 90' - V-6 Production .0015 max.
Valve arrangement In head k'ain b e a r i w c l e a r s n c e
Bore & s t r o k e 3.800 x 3.400 Production
Displacement cu. in. 229 All .004-.OO 15
Litres 3.8 Crankpin diameter 2.2495-2.2487
Cylinder number, f r o n t Camshaft
to rear Bearinrr journal dia. 1.785-1.786
Starboard bank 2-4-6 Type of drive Dl;ouble row
Port bank 1-3-5 ro1lt.r cbain
Firing order 1-6-5-4-3-2
Compression r a t i o 8.0: 1 CYLINDER HEAD
Compression pressure 130 psi (1) Valve system
Water temp. control Thermostat Lifter t y p e Fyc'raulic
Thermostat opens at 160" F Rocker a r m r a t i o 1.55:l
Alternator belt adjustmet, Valve lash a c ' j u s t m e ~ t
give with finger pressure 114-318" Intake & exhaust Wsr Adjust.
Full t h r o t t l e operating Valve f a c e angle 4.5O
range 4200-4600 rpm Valve s e a t angle 45"
Stem t o gui& c l e a r a n c e
FITS AND ADJUSTMENTS Intake & Exhaust .Q015-.OQ32
Pistons Valve s e a t v,rkc%b
Production c l e a r a n c e Intake 1/16
Piston rings - compression Exhaust 3/32
Groove clearance Valve spring
Production - t o p Pressure f t-lbs
Production - 2nd Closed 39-69 (is 1.727
Gap Own 162-174 P 1.327
TOP
2nd
Piston rings - oil ENGINE LUBRICATION
Groove clearance
Gap -- Production Oil Duwn t v p e
Piston pins Cr?r)'i;ca:?sec a m c i t y
Diameter 170 t?n -- 3.8 Litre
Clearance Production P.'ev~ filter, ac'c'
F i t i~ rod Oil filter
Inter derence OMC P a r t No.
Connecting rods Purolator
Bearing c l e a r a n c e AC
Production Oil vsac'c. r e c o ~ rercW
r
Side c l e a r a n c e 32 ckprees F. & above SAE 30
Crankshaft 0 c'egrees F. t o 32 F SAE 28!ui
End play. Below 0 c+nrees F. SAE 10"'
A-34 APPENDIX
© pdfmanualpublisher.com 2005

SPECIFICATIONS

GMC V 6 ENGINES 229 & 262 CID GMC V6 ENGINES 229 & 262 CID
3.8 & 4.3 Litre 3.8 & 4.3 Litre
1983 and on 1983 and on

ENGINE BLOCK NO. 2, 3, 4 2.448 1-2.4490

NO. 5 2.4479-2.4488
GENERAL SPECIFICATIONS
T y p e - No. of cylinder 90' - V6 Out-of -round
Valve a r r a n g e m e n t In h e a d Production ,0002 max.
Bore 3c s t r o k e (3.8 L t ) 3.736 x 3.480 Main b e a r i n g c l e a r a n c e
(4.3 L t ) 4.000 x 3.480 Production
Cylinder nurnber, f r o n t N O. 1 -0008-.0020
to rear NO. 2, 3, 4 .0011--0023
S t a r b o a r d bank 2-4-6 NO. 5 .OO 17-.0032
P o r t bank 1-3-5 Crankpin diarneter 2.0986-2.0998
Firing o r d e r 1-6-5-4 -3-2 Camshaft
Compression r a t i o (3.8 L t ) 8.6: 1 Bearing journal dia. 1.8682-1.8692
(4.3 L t ) 9.3: 1 T y p e of d r i v e Morse s i l e n t c h a i n
Compression pressure (3.8 L t ) 125 psi
(4.3 L t ) 167 psi CYLINDER HEAD
Water t e m p , c o n t r o l T h e r m o s Lit Valve s y s t e m
Thermost'lt opens a t 160' F Lifter type I-Iydraulic
Alternator belt adjustment, Rocker a r m ratio 1.5:1
give w i t h finger pressure 1!4-318'' Valve lash a d j u s t r n e n t
Full t h r o t t l e o p e r a t i n g Intake & exhaust (Hot) O n e t u r n
rarjge 4200-4600 r p n down f r o m z e r o lash.
Valve f a c e a n g l e 45O
FITS AND ADJUSTMENTS Valve seat a n g l e 46'
Pistons S t e m t o guide c l e a r a n c e
Production c l e a r a n c e .0007 - .OO 17 Intake & Exhaust .OO 10-.0027
Piston rings - compression Valve seat width
Groove c l e a r a n c e Intake 1/32 t o 1/16
Production - t o p Exhaust 1/16 t o 3/32
Production - 2nd Valve spring
Gap
P r e s s u r e ft-lbs
TOP
2nd Closed 76-84 @ 1.70"
Piston rings - oil Open 194-206 @ 1.25
Groove c l e a r a n c e .002-.007 max.
G a p -- Production .O l5-.O35
ENGINE LUBRICATION
Piston pins
Diarne t e r 011p u m p t y p e Gear
C l e a r a n c e Production Crankcase capacity
F i t in rod 170 h p -- 3.8 L i t r e 4 qts
Interference New f i l t e r , a d d 112 q t
C o n n e c t i n g rods Oil f i l t e r
Bearing c l e a r a n c e OMC P a r t No. 173834
Production Purolator PER- 173
Side c l e a r a n c e AC PF- 51
Crankshaft Oil g r a d e r e c o m m e n d e d
End play. 32 d e g r e e s F. & a b o v e SAE 30
Main journal d i a m e t e r 0 d e g r e e s F. t o 32 F SAE 20W
Below 0 d e g r e e s F. SAE 10W
 © pdfmanualpublisher.com 2005 FORD V8 SPECS A-35

FORD V-8 302 CID 302 CID 351 CID 35 1 CID

175 HP 190 HP 235 HP 240 HP '78
1977-79 1977-79 1977 250 HP '79
ENGINE BLOCK
Compression Ratio

Bore and Stroke

Compression Pressure When checking compression, take the highest reading

PSI (Sea Level) @ and compare it to the lowest reading. The lowest
Cranking Speed reading must be within 75% of the highest.

Oil Pressure
Hot m 2000 RPM
Cylinder Desiernation
Starboard Bank
Port Bank
Firini. Crdet-

&elt Tensim (Lbs.1

CYLINDER HEAD
Combustion Chamber
Volume

Valve Guide Bore

Diameter (Standard
Intake & Exhaust)

Valve Seat Width

Intake

Exhaust

Valve Seat Angle

Valve Seat Runout

(Maximum)

Valve Arrangement 4--- Left E-I-E-I-E-I-E-I +

(Front to Rear) +Right I-E-I-E-I-E-I-E +
Rocker Arm Stud

-
Bore Dia. Std.

Gasket Surface
Flatness +-- 0.003" in any six-inches 0.007" overall
CYLINDER BLOCK
Cylinder Bore 4.000-4.0052 4.000-4.0052 4.0004-4.0048 4.000-4.0048
Diameter

Maximum out
of round

Wear Limit

Cylinder bore
surface RMS
A-36 APPENDIX © pdfmanualpublisher.com 2005

FORD V-8 302 CID 302 CID 35 1 CID 351 CID

175 HP 190 HP 235 HP 240 HP '78
1977-79 1977-79 1977 250 HP '79
Maximum Taper -
A
0.00 1 P-

-
Wear Limit A
0.0 10 4+

Lifter Bore
Diameter 0.8752-0.8767 *
Main Bearing
Bore Diameter 2.44 12-2.4420 2.44 12-2.4420 3.1922-3.1930 3.1 922-3.1930
Cylinder Block
Distributor Shaft
Bearing Bore
Diameter 0.04525-0.454 1 0.4525-0.454 1 0.5 155-0.5 17 1 0.5 155-0.5 17 1

Head Gasket Surf. 4- Head gasket surface finish RMS 60- 150 --+
Flatness +0.003" in any 6-inches or 0.006" overall -------+

Crankshaft to rear
face of block
runout TIR Max. -
-C 0.0 10
VALVE ROCKER
ARMS, PUSH RODS
AND TAPPETS
Rocker Arm
Lift Ratio 4 1.61:l

Valve Push Rod

(Max. Runout) w 0.0 15

Valve Lifter
Std. Diameter +---- 00.8740-0.8745

Clearance
to bore

Wear Limit 4 0.005

Hydraulic Lifter
Leakdown rate 5-50 sec. max. measurement a t 1 / 16 plunger travel

Collapsed
Tappet Gap
Allowable 0.090-0.190 0.106-0.206 0.106-0.206 0.106-0.206

Desired 0.090-0.140 0.106-0. 156 0.106-0.156 0.106-0. 156

VALVES

Valve Stem to Valve

Guide Clearance
Intake 70.00 10-0.0027
L

Exhaust 7 0.00 15-0.0032 /

 © pdfmanualpublisher.com 2005
FORD V8 SPECS A-37

FORD V-8 302 CID 302 CID 351 CID 35 1 CID

175 HP 190 HP 235 HP 240 HP '78
1977-79 1977-79 1977 250 HP '79
Wear Limit 0.0055
Valve Head Diameter
lntake 1.773- 1.79 1 1.834- 1 -852
Exhaust 1.442- 1.460 1.533- 1.548
Valve Face Angle
A
7 44O

Valve face
Runout Maximum
Valve Stem Diameter
Standard
lntake
Exhaust
0.003 Oversize
lntake
Exhaust
0.0 1 5 Oversize
lntake
Exhaust
0.030 Oversize
lntake
Exhaust
VALVE SPRINGS

Valve Spring Press.

Lbs @ Spec. Length
Intake-exhaust 76-84@1.69 7 1-79@1.790
190-210@1.31 190-210@1.34
Wear limit
Intake-exhaust 68@1.69 64@1.790
171@1.31 171Q1.34
Valve Spring Free
Length (Approximate)
In take-exhaust 1.94 2.06
Valve Spring
Assembled
Ht. pad to retainer
Intake-exhaust 1-43/64 1-49/64
to 1-45/64 to 1-13/16
Valve Sprinq
0ut;of-sequare (Max.) + 0.078 +
A-38 APPENDIX © pdfmanualpublisher.com 2005

FORD V-8 302 CID 302 CID 351 CID 35 1 CID

175 HP 190 HP 235 HP 240 HP '78
1977-79 1977-79 1977 250 HP '79
CAMSHAFT
Lobe L i f t
Intake

Exhaust
Max. allowable
l i f t loss

Theoretical Valve L i f t
Intake

Exhaust

Camshaft End Play

Wear limit

Camshaft Journal to
Bearing Clearance 0.00 1-0.003

Wear limit -
A
0.006

Timing Chain Deflect ion

(Maximum) 4 0.500

Camshaft Journal Dia.

-
Standard
No. 1 Bearing

No. 2 Bearing

No. 3 Bearing -
-
2.0655-2.06665

2.0505-2.05 15

No. 4 Bearing

No. 5 Bearing

Camshaft journal
- 2.0355-2.0365

2.0205-2.02 15

maximum runout 4 0.005

Camshaft journal
max. out-of-roung -4 0.0005

Camshaft Bearings
Inside Diameter
No. I Bearing

No. 2 Bearing
-
- 2.0825-2.0835

2.0675-2.0685

No. 3 Bearing 12.0525-2.0535

No. 4 Bearing '- 2.0375-2.0385

No. 5 Bearing r--------- 2.0225-2.0235

 © pdfmanualpublisher.com 2005
FORD V8 SPECS A-39

FORD V-8 302 CID 302 CID 351 CID 351 CID

Camshaft Bearing
No. I bearing

Location
- 175 HP
1977-79
190 HP
1977-79
0.0050-0.0200
235 HP
1977
*
240 HP '78
250 HP '79

Distance in inches that the front edge of the bearing is

installed towards the rear from the front face of the
cylinder block.
CRANKSHAFT BEARINGS

Connecting Rod Bearings

To Crankshaft

-
Clearance
Desired 0.0008-0.00 15 r

Allowable 0.0008-0.0026 h

Wall Thickness Std. 0.0572-0.0577 0.002 U.S. thickness and 0.0010 to std.
thickness
Main Bearings
To Crankshaft
Clearance
No. I desired
No. I allowable

All others
desired

All others
allowable
A1 l bearings
desired

All bearings
allowable

Wall Thickness Std.

No. I bearing

All others

All bearings

Wall thickness 0.002" U.S. thickness add 0.00 I0 to standard thickness.

CRANKSHAFT
AND FLYWHEEL

Main Bearing Journal

Diameter

Main Journal max.

out-of-round
A-40 APPENDIX © pdfmanualpublisher.com 2005

FORD V-8 302 CID 302 CID 35 1 CID 35 1 CfD

175 HP 190 HP 235 HP 240 HP '78
1 977-79 1977-79 1977 250 HP '79
Main Bearing Journal
Runout (Maximum) 4 0.002 b

Wear limit 4 0.005 w

Main Bearing Journal
Thrust Face Runout -
A 0.002 +
Main Bearing Journal
Taper (Maximum) T 0.004 P-

Thrust Bearing
Journal Length 71.137-1.139 -
Main Bearing Surface
Finish RMS Maximum
Journal 4 12 _ +
Thrust Face -- 35 front -- 25 rear t

Connecting Rod 2.1228 2.1228 2.3 103 2.3 103

Journal Diameter to 2. 1236 to 2.1 236 to 2.3 1 I I to 2.3 1 I I

Connecting rod
journal out-of-round

-
(maximum) 4 0.0004 t

Connecting Rod Bearing

Journal Maximum Taper 0.0004 per inch b-

Crankshaft Free 4 0.004 P-

End Play to 0.008

Wear limit 4 0.0 12 w

PISTONS

Diameter Measure a t the piston pin bore. Centerline a t 90' to

the pin bore.
Coded Red 3.9984 3.9984 3.9978 3.9978
to 3.9990 to 3.9990 to 3.9984 to 3.9984

Coded Blue 3.9996 3.9996 3.9990 3.9990

to 4.0002 to 4.0002 to 3.9996 to 3.9996
0.003 Oversize 4.0008 4.0008 4.0002 4.0002
to 4.00 14 to 4.00 14 to 4.0008 4.0008
Piston to Cylinder p0.00 18 b
Bore Clearance -
T 0.0026 P-

Piston Pin Bore 0.9 123 0.9 123 0.9 124 0.9 124
Diameter to 0.9 126 to 0.9 1 26 to 0.9 127 to 0.9 127
 FORD V8 SPECS A-4 I
© pdfmanualpublisher.com 2005

FORD V-8 302 CID 302 CID 351 CID 351 CID
175 HP 190 HP 235 HP 240 HP '78
1977 250 HP '79

-
1977-79 1977-79
Ring Groove Width
Upper and lower
compression ring 0.080-0.08 1

Oil Ring a 0.1880-0.1890

PISTON PIN

Length

Diameter
- 3.0 10-3.040

Standard 4
- 0.9 1 20-0.9 1 23

0.00 1 Oversize r- 0.9 1 30-0.9 1 33

To Piston Clearance 0.0002 0.0002

-
to 0.0004 to 0.0004-

To Connecting
Rod Clearance Interference f i t

PISTON RINGS

Ring Width
Compression Ring
Top & bottom 0.077 0.077

Side Clearance
Compression Ring
Top & bottom 0.002 0.002

Wear limit 0.006

Oil Ring + Snug

Ring Gap Width

Compression Ring
Top & bottom 0.0 10 0.0 10

Oil Ring 0.0 15 0.0 15

Steel ring 4 All

CONNECTING ROD
Piston Pin Bore
or Bushing ID +
- 0.9 104-0.9 1 1 2

Connecting Rod Bearing

Bore Diameter 2.2390-2.2398

Connecting Rod Bearing

Bore Max. out-of-round
and taper 7 0.0004
A-42 APPENDIX © pdfmanualpublisher.com 2005

FORD V-8 302 CID 302 CID 351 CID 35 1 CID

175 HP 190 HP 235 HP 240 HP '78
1977-79 1977-79 1977 250 HP '79

Connecting Rod Length 5.0885 5.0885 5.9545 5.9545

Center-to-Center t o 5.09 15 to 5.09 15 to 5.9575 to 5.9575
Pin bushing and crankshaft bearing bore must be
Connecting Rod parallel and in the same vertical plane within the
Alignment

-
specified total difference a t ends of 8-inch long bar
Max. Total Difference measured 4" on each side of the rod.
Twist 0.0 12 *
Bend -
A
0.0004 *
Connecting Rod Assy.
Assembled to
Crankshaft
Side Clearance r--.----- 0.0 10-0.020 +
Wear Limit + 0.023 *
OIL PUMP

Rotor-Type Oil Pump

Relief Valve Spring
Tension 10.6- 12.2 10.6- 12.2 18.2-20.2 18.2-20.2
Lbs. @ Spec. Length @ 1.704 @ 1.704 @ 2.49 @2.49

Driveshaft t o Housing

-
Bearing Clearance 0.00 15-0.0029 9-

Relief Valve
Clearance 0.00 15-0.0029 -
b

Rotor Assembly
End Clearance +----- 0.00 1-0.004 a-

Outer Race t o Housing

(Radial Clearance) 1
- 0.006-0.0 13 +
ENGINE OIL PAN
CAPACiTlES

U.S. Measure
(Add I qt. with
oil filter replacement) 1 5 qts +
Imperial Measure
(Add I qt. with
oil fitler replacement) P4 qts P
 © pdfmanualpublisher.com 2005
FORD V8 SPECS A-43

FORD V-8 302 CID 302 CID 351 CID 302 CID
175 HP 190 HP 235 HP 190 HP
ENGINE BLOCK 1974-76 1974-75 1974-76 1976
Compression Ra-ti0

Bore ar,d Stroke

Ccrrrrression Pressure When checking compression, take the highest reading

FSI (Sea Level) @ and compare it t o the lowest reading. The lowest
C r a n kinp Speed reading must be within 75% of the highest.
Cil Pressure 40-60 40-60 40-60 35-60
Rot (3 2000 RPh-
Cylinc'er t ' e s i ~ r a f ion
Starboard Rank
Port Bank
Firirn Crder

P A t Tewsicr (Lbs.)
CYLINDER HEAD
Combustion Chamber
Volume

Valve Guide Bore

Diameter (Standard
Intake & Exhaust)

Valve Seat Width

Intake

Exhaust

Valve Seat Angle

Valve Seat Runout

(Maximum)

Valve Arrangement +-- Left E-I-E-I-E-I-E-I w

-
(Front to Rear) +- Right I-E-I-E-I-E-I-E w

Rocker Arm Stud

Bore Dia. Std. 0.3680 - 0.3695 r
L

Gasket Surface
Flatness +--- 0.003" in any 6-inches, 0.007" overall
CYLINDER BLOCK
Cylinder Bore 4.0004-4.0040 4.0004-4.0040 4.000-4.0036 4.000-4.0052
Diameter 4.0004-4.0052 1976 on1 y 4.000-4.0048

Maximum out 4 0.00 1 +

of round

Wear Limit 4 0.005 -

Cylinder bore
surface RMS 15- 35 b--
A-44 APPENDIX © pdfmanualpublisher.com 2005

O R D V-8 302 CID 302 CID 351 CID 302 CID

175 HP 190 HP 235 HP 190 HP
1974-76 1974-75 1974-76 1976
Maximum Taper

Wear Limit

L i f t e r Bore
Diameter

Main Bearing
Bore D i a m e t e r

Cylinder Block
Distributor S h a f t

-
Bearing Bore
Diameter

Head G a s k e t Surf. +Head g a s k e t s u r f a c e finish RMS 60- 150

Flatness +0.003" in a n y 6- inches o r 0.006" overalt -*
Crankshaft t o r e a r
f a c e of block
runout TIR Max.
VALVE ROCKER
ARMS, PUSH RODS
AND TAPPETS

Rocker Arm
Lift Ratio

Valve Push R o d
(Max. Runout)

Valve L i f t e r
Std. D i a m e t e r

C learance
t o bore

Wear Limit

Hydraulic L i f t e r
Leakdown R a t e 5-50 seconds maximum m e a s u r e m e n t at 1 / 16 plunger travel

Collapsed
Tappet Gap
Allowable

Desired
VALVES
Valve S t e m t o Valve
Guide C learance
In t a k e

Exhaust
 © pdfmanualpublisher.com 2005
FORD V8 SPECS A-45

FORD V-8 302 CID 302 CID 35 1 CID 302 CID

175 HP 190 HP 235 HP 190 HP
1974-76 1974-75 1974-76 1976
Wear Limit 0.0055
Valve Head Diameter
In take 1.773- 1.79 1 1.834- 1.852 1.834- 1.852 1.834- 1.852

Exhaust 1.442- 1.460 1.533- 1.548 1.533- 1.548 1.533- 1.548

Valve Face Angle Y 44O -
L

Valve face
Runout Maximum

Valve Stem Diameter

Standard
lntake

Exhaust

0.003 Oversize
lntake
Exhaust

0.0 I5 Oversize
lntake

Exhaust

0.030 Oversize
In take

Exhaust
VALVE SPRINGS
Valve Spring Press.
Lbs @ Spec. Length
Intake-exhaust 76-84@1.69 7 1 -79@ 1 -790
190-210@1.31 190-21O@I.34
Wear limit
Intake-exhaust 68@1.69 64@1.790
171@1.31 l71@I.34

Valve Spring Free

Length (Approximate)
Intake-exhaust I .94 2.07
Valve Spring
Assembled
Ht. pad to retainer
Intake-exhaust 1-43/64 1-49/64
t o 1-45/64 to 1-13/16

1976 only 1-21/32

to 1-23/32
Valve Spring
Out-of-square (Max.) 4 0.078
A-46 APPENDIX
© pdfmanualpublisher.com 2005

FORD V-8 302 CID 302 CID 351 CID 302 CID
I75 HP 190 HP 235 HP 190 HP
1974-76 1974-75 1974-76 1976
CAMSHAFT
Lobe Lift
lntake
Exhaust 0.2375 0.278
Max. allowable
lift loss A
- 0.005

Theoretical Valve Lift

Intake 0.3707 0.4 18
Exhaust
Camshaft End Play - 0.3823 0.448
0.005-0.0055

-
Wear limit + 0.007
Camshaft Journal to
Bearing Clearance 0.001-0.003
Wear limit A
7 0.006

Timing Chain Deflection

(Maximum) 4 0.500
Camshaft Journal Dia.
Standard
No. I Bearing - 2.0805-2.08 I5

No. 2 Bearing
No. 3 Bearing -
-
2.0655-2.06665
2.0505-2.05 15
No. 4 Bearing

No. 5 Bearing
Camshaft journal
- 2.0355-2.0365
2.0205-2.02 15

maximum runout A- 0.005

Camshaft journal
max. out-of-roung 4 0.0005

Camshaft Bearings
Inside Diameter
No. I Bearing
No. 2 Bearing
-
- 2.0825-2.0835
2.0675-2.0685
No. 3 Bearing
No. 4 Bearing

No. 5 Bearing
-
-
2.0525-2.0535
2.0375-2.0385

2.0225-2.0235
-
L

L
7

+
 FORD V8 SPECS A-47
© pdfmanualpublisher.com 2005

FORD V-8 302 CID 302 CID 351 CID 302 CID
175 HP 190 HP 235 HP 190 HP

Camshaft Bearing
No. I bearing

Location
- 1974-76 1974-75

0.0050-0.0200
1974-76

e
1976

Distance in inches that the front edge of the bearing is

installed towards the rear from the front face of the
cylinder block.
CRANKSHAFT BEARINGS

-
Connecting Rod Bearings
To Crankshaft
Clearance
Desired 0.0008-0.00 15 t

Allowable 0.0008-0.0026 e

Wall Thickness Std. 0.0572-0.0577 0.002 U.S. thickness and 0.0010 to std.
thickness -
Main Bearings
To Crankshaft
Clearance
No. I desired 0.000 1 0.000 1 0.000 1
No. I allowable 0.000 1 0.000 1 0.000 1
to 0.0020 to 0.0020 to 0.0020

All others 0.0005 0.0005

desired to 0.00 15 to 0.00 I5

All others 0.0005 0.0005

allowable to 0.0024 to 0.0024

All bearings
desired

All bearings
allowable

Wall Thickness Std.

No. I bearing 0.096 1 0.096 1
to 0.0966 to 0.0966

All others 0.0955 0.0955

to 0.0958 to 0.0958

All bearings

Wall thickness 0.002" U.S. thickness add 0.00 I0 to standard thickness.

CRANKSHAFT
AND FLYWHEEL
Main Bearing Journal 2.2482 2.2482 2.9994 2.2482
Diameter to 2.2490 to 2.2490 to 3.0002 to 2.2490

Main Journal max.

out-of-round 4 0.0004 b-
A-48 APPENDIX
© pdfmanualpublisher.com 2005

FORD V-8 302 CID 302 CID 351 CID 302 CID
175 HP 190 HP 235 HP 190 HP
1974-76 1974-75 1974-76 1976
Main Bearing Journal
Runout (Maximum) - 0.002 b-

r
Wear limit 4 0.005 L

Main Bearing Journal

Thrust F a c e Runout C
0.002 b-

Main Bearing Journal

T a p e r (Maximum) y
A
0.004 w

Thrust Bearing
Journal Length 71.137-1.139 L
4

Main Bearing S u r f a c e
Finish RMS Maximum
Journal
Thrust F a c e
4 12 - *
-
1

35 f r o n t -- 25 r e a r -+-

Connecting R o d 2.1228 2.1228 2.3 103 2.1228

Journal D i a m e t e r t o 2.1236 t o 2.1236 t o 2.3 1 1 I t o 2. 1236

Connecting rod
journal out- of-round
+-

-
(maximum) 4 0.0004

Connecting R o d Bearing
Journal Maximum Taper 0.0004 p e r inch &-

Crankshaft Free 4 0.004 k-

End P l a y 4 0.008 &-

Wear limit
A
7 0.0 12 h
P

PISTONS

Diameter Measure a t t h e piston pin bore. C e n t e r l i n e a t 90' t o

t h e pin bore.
Coded R e d 3.9984 3.9984 3.9978 3.9984
t o 3.9990 t o 3.9990 t o 3.9984 t o 3.9990

Coded Blue 3.9996 3.9996 3.9990 3.9996

t o 4.0002 t o 4.0002 t o 3.9996 t o 4.0002
0.003 Oversize 4.0008 4.0008 4.0002 4.0008
t o 4.00 14 t o 4.00 14 t o 4.0008 t o 4.00 14

Piston t o Cylinder 0.00 18

Bore C l e a r a n c e
4
-
A
0.0026
B-
k-

Piston Pin Bore 0.9 123 0.9 123 0.9 124 0.9 123
Diameter t o 0.9 126 t o 0.9 1 26 t o 0.9 127 t o 0.9 126
 © pdfmanualpublisher.com 2005 FORD V8 SPECS A-49

FORD V-8 302 CID 302 ClD 351 CID 302 CiD
175 HP 190 HP 235 HP 190 HP
1974-76 1974-75 1974-76 1976
Ring Groove Width
Upper and lower
compression ring

Oil Ring

PISTON PIN

Length

Diameter
Standard

0.00 1 Oversize
To Piston Clearance

To Connecting
Rod Clearance +----- Interference f i t b-

PISTON RINGS

Ring Width
Compression Ring
Top a bottom

Side C learance
Compression Ring
Top & bottom

Wear limit

Oil Ring

Ring Gap Width

Compression Ring
Top & bottom

Oil Ring
Steel ring

CONNECTING ROD
Piston Pin Bore

-
or Bushing ID

Connecting Rod Bearing

Bore Diameter 2.2390-2.2398 t

Connecting Rod Bearing

Bore Max. out-of-round
and taper -
1
0.0004 t
-50 APPENDIX © pdfmanualpublisher.com 2005

FORD V-8 302 CID 302 CID 351 CID 302 CID
175 HP 190 HP 235 HP 190 HP
1974-76 1974-75 1974-76 1976

Connecting Rod Length 5.0885 5.0885 5.9545 5.0885

Center-to-Center to 5.09 15 to 5.09 15 to 5.9575 to 5.09 1 5
Pin bushing and crankshaft bearing bore must be
Connecting Rod parallel and in the same vertical plane within the

-
Alignment specified total difference a t ends of &inch long bar
Max* Total Difference measured 4" on each side of the rod.
Twist 0.012 *
Bend 10.0004 *

-
Connecting Rod Assy.
Assembled to
Crankshaft *
Side Clearance 0.0 10-0.020

Wear Limit 4 0.023 7

L

OIL PUMP

Rotor-Type Oil Pump

Relief valve Spring
Tension 11.15-1 1.75 11.15-1 1.75 18.2-20.2 10.6- 1 2.2
Lbs. @ Spec. Length @ 1.704 @ 1.704 @ 2.49 @ 1.704

Driveshaf t to Housing
Bearing Clearance t------- 0.00 15-0.0029 *
Relief Valve
Clearance 1- 0.00 15-0.0029 t

Rotor Assembly
End Clearance c 0.00 1-0.004 b-

Outer Race to Housing

(Radial Clearance) 0.006-0.0 13 w

ENGINE OIL PAN

CAPACITIES

U.S. Measure
(Add 1 qt. with
oil filter re p lacement) 5 5 qts +
Imperial Measure
(Add I qt. with
oil fitler replacement) = 4 qts w
 TORQUE SPECS A-5 1
© pdfmanualpublisher.com 2005

TORQUE SPECIFICATIONS FOR THE 110,120, AND 140 Hp ENGINES

PART APPLICATION
-
THREAD I F T . LBS. I N . LBS.

Bolt Camshaft Thrust Plate

Nut Connecting Rod
Screw Coupling, Flywheel to Crankshaft
Plug Crankcase Drain
Bolt Cylinder Head
Screw Engine Mount to Cylinder Block
Screw Fill and Drain Oil Plug (outdrive)
Setscrew Gear to Clutch Spring
Screw Gearcase to Exhaust Tube 16-18
Screw Impeller Housing to Gear Housing 30-36
Bolt Main Bearing Cap (oiled) 60-70
Screw Manifold to Cylinder Head 20-25
Filter Oil Hand T
Bolt Oil Pan (end)
Bolt Oil Pan (side)
Bolt Oil Pan (to front cover)
Screw Oil Pump Cover to Body
Bolt Oil Pump Mounting
Nut Pinion (elastic stop nut)
Screw Pulley to Balancer Hub (1)
(2)
Screw Rocker Arm Cover
Nut Shaft and Ball Gear Assembly (upper gear box)
Plug Spark
Screw Cover to Intermediate Hsg.
Bolt Timing Gear Cover to Block
Screw Water Passage Cover
Bolt Water Pump to Block

Use a reliable torque wrench to tighten the parts important that these torque specifications be strictly
listed to prevent straining or distorting them or observed. Overtightening to any extent can damage
possibly damaging the threads. These specifications threads, thus preventing proper torque frorn being
are for clean threads only. Dirty threads produce obtained, requiring replacement or repair of damag-
friction which prevents accurate measurements. It is ed parts.
The following specifications a r e f o r screw sizes not shown otherwise:

SCREW SIZE FT. LBS. I N . LBS.

#6 --- 7- 10
# 10 2- 3 25-35
# 12 3-4 35-45
I/ 4 5- 7 60-80
5/16 10- 12 120- 140
3,'8 18-20 220-240

TORQUE VALUES FOR 150, 160, 165 HP ENGINES

-
Size I Usage

1/4-20 Camshaft Thrust Plate 80 lb. in.

Crankcase Front Cover 80 lb. in.
Flvwheel Housine Pans 80 lb. in.

.- --.
Rocker Arm Cover 45 lb. in.

1
--- -

11/32-24 Connecting Rod Cap 35 lb. ft.

A-52 APPENDIX
© pdfmanualpublisher.com 2005

TORQUE VALUES FOR 150, 160, 165 HP ENGINES (Continued)

5/16-18 Oil Pan (To Crankcase) 75 lb. in.

Oil Pump 115 Ib. in.
Push Rod Cover 50 lb. in.
Water Pump 15 lb. in.

3/8-16

Thermostat Housing

7/16-14 Main Bearing Cap 65 lb. ft.

7/16-20 Flywheel 60-65 lb. ft.

-- -

1/2-13 Cylinder Head 95 lb. ft.

1/2 -14 Temperature Sending Unit 20 lb. ft.

1/2-20 Oil Filter Hand Tight

14mm 5/8 Spark Plug 15 Ib. ft.

TORQUE VALUES FOR V6 150 AND 155 H P ENGINES

PART APPLICATION THREAD TORQUE FT. LBS.

Nut Connecting Rod Bolt

Screw Coupling, Flywheel to Crankshaft
Plug Crankcase Drain
Bolt Crankshaft Bearing Cap to Crankcase
Bolt Cylinder Head to Block
Bolt Distributor Holddown Clamp
Bolt Engine Mount to Cylinder Block
Screw Fill and Drain Oil Plug (outdrive)
Bolt Fuel Pump Eccentric and Timing Chain Sprocket
to Camshaft
Bolt Fuel Pump to Timing Chain Cover 20- 25
Set Screw Gear to Clutch Spring 30-35 In. Lbs.
Screw Gearcase t o Exhaust Tube 16- 18
Bolt Harmonic Balancer to Crankshaft 140-Minimum
Screw Impeller Housing to Gear Housing 30-36
Screw Intake Manifold to Cylinder Head 45-55
Screw Mount Bracket to Front Lateral Support 60-65
Filter Oil 10- 15
Bolt Oil Pan to Block 9- 13
Screw Oil Pump Cover Assembly to Timing Chain 8- 12
Cover
Bolt Oil Screen Housing Pipe and Flange Assembly
to Block
Nut Pinion (Elastic Stop Nut)
Bolt Pulley and Reinforcement to Harmonic Balancer
Bolt Pulley to Water Pump Hub
Screw Rear Support Bracket to Adapter
Screw Rocker A r m Cover to Cylinder Head
Bolt Rocker Arm Shaft Bracket to Cylinder Head
Nut Shaft and Ball Gear Assembly (upper g e a r box)
 TORQUE SPECS A-53
© pdfmanualpublisher.com 2005

TORQUE VALUES FOR 198,228 250 260 HP GM ENGINES

TORQUE
I
PART APPLICATION FT. LBS. I IN. LBS.

Bolt Camshaft Sprocket 15-20

Nut Connecting Rod 45
Screw Coupling, Flywheel to Crankshaft 60-65
Plug Crankcase Drain 20-25
Bolt Cylinder Head 60 - 70
Screw Distributor Clamp 8- 12
Screw Engine Mount to Cylinder Block 35-45
Screw Fill and Drain Oil Plug (outdrive) 4-5
Setscrew Gear to Clutch Spring 30-35
Screw Gearcase to Exhaust Tube 16-18
Screw Impeller Housing to Gear Housing 30-36
Bolt Main Bearing Cap (oiled) 75-85
Screw Intake Manifold 25-35
Filter Oi 1 tighten snug and add 1/3 turn
Bolt Oil Pan 5/16-18
Bolt Oil Pan 1/4-20
Screw Oil Pump Cover to Body
Bolt Oil Pump Mounting
Nut Pinion (elastic stop nut)
Screw Pulley to Balancer Hub
Screw Rocker Arm Cover
Nut Shaft and Ball Gear Assembly (upper gear box)
Plug Spark
Screw Cover to Intermediate Housing
Bolt Timing Chain Cover to Block
Screw Water Passage Cover
Bolt Water Pump to Block

TORQUE VALUES FOR 188, 225,233 H P FORD ENGINES

Engine Engine
Item Item 175, 190 HP 1 235 HP
175,190HP1 235 HP

tighten 1/2 turn more.

Intake Manifold Bolts 23-25 Cylinder Front Cover 12-15
Water Pump Bolts 12-15
Exhaust Manifold Bolts 20-25 Camshaft Sprocket t o 40-45
I
camshaft-
Camshaft Thrust Plate to
Block
1 9- 12 1
Water Pump Housing 12-15 Vibration Damper to 70-90 100- 130
Crankshaft
Crankshaft Pulley to Vi- 35- 50
bration Damper
Flywheel to Crankshaft 75-85 Connecting Rod Nuts 19-24 1 40-45
Main Bearing Cap 60-70 95-105 Valve Rocker Arm Cover 3- 5
Bolts Fuel Pump to Cylinder 17- 27
I Front Cover
Oil Pan Drain Plug 7-9 Rocker Arm Stud Nut 17-23 Ft-Lbs After Nut Con-
Oil Pump to Cylinder 22-32 tacts Shoulder
.
Block -
Alternator Pivot Bolt 45- 57
Engine Block Spacer Bolts 50-55 Water Pump Pulley Screw 14-20
-Fuel Pump Screw 18-20 Adapter Housing to Spacer 22-24
Starter Motor Screw 24-30 Nuts
A-54 APPENDIX
© pdfmanualpublisher.com 2005

TORQUE SPECIFICATIONS
3.8.4.3, 5.0, AND 5.7 LITRE MODELS
SIZE USAGE
.-
ALL MODELS I
1/4"-20 Crankcase Front Cover 80 lb. in.
Oil Filter B w a s s Valve 80 lb. in.
I Oil Pan To Crankcase 1 80 lb. in. I
Oil Pump Cover 80 lb. in.
Rocker Arm Cover 45 lb. in.
5/16"-18 Camshaft Sprocket 30 lb. ft.
Oil Pan To Crankcase 265 lb. in.
3/8"- 16
30 lb. ft.

3/8"-24 Connecting Rod Cap 45 lb. ft.

7/16"-14 Cylinder Head 65 lb. ft.
Main Bearing Cap 70 lb. ft.
Oil Pump 65 lb. ft.
7/16"-20 Flywheel 60 lb. ft.
Harmonic Balancer 60 lb. ft.
1/2"-24 Temnerature Sendine: Unit 20 lb. ft.
1/2"-20 1 Oil Filter 25 lb. ft.
14 mm Spark Plug 15 lb. ft.

Torque Specifications
2.5 AND 3.0 LITRE MODELS

TORQUE

PART APPLICATION THREAD FT. LES. IN. LBS.

Bolt Camshaft Thrust Plate 72-90

Nu: Connecting Rod 35
Screw Coupling, Flywheel t o Crankshaft 60-65
Bolt Cylinder Head 90-100
Screw Engine Mount t o Cylinder Block 20-24
Bolt Main Bearing Cap (oiled) 60-70
Screw Manifold t o Cylinder Head 20-25
Filter Oil Hand Tight
Bolt Oil Pan (end 75
Bolt Oil Pan (side) 80
Screw Oil Pump Cover to Body -65-75
Bolt Oil Pump Mounting 110-120
Screw Pulley t o Balancer Hub (1) 15-20
(2) 15-20
Screw Rocker Arm Cover 45
Plug Spark 15
Bolt Timing Gear Cover to Block 72-90
Bolt Water Pump t o Block 13-17
Bolt Temp Sending Unit
Bolt Push Rod Cover
Bolt Distributor Clamp
Bolt Flywheel Housing t o Engine
Screw Alternator Bracket t o Engine
 © pdfmanualpublisher.com 2005

ENGINE MODEL - GEAR RATIOS - OIL CAPACITIES

SEE GENERAL AND SPECIAL NOTES APPENDIX PAGE A-69

GEAR O K
CAPACITY
GEAR RATIOS OUNCES OUNCES
HP ENGINE MODEL UPPER LOWER TOTAL OVERALL UPPER LOWER

.87
.87
.57

90 DU & DUE-12M .87

120 CU bk CUE-13E .87
SU & SUE-13E .57
150 Note 3HU & HUE- l3E (Early) .57
HU & HUE- I3E (Late) .65

90 DU & DUE- 138 87

120 CU & CUE-14D .87
150 HU & HUE-14D .65
200 Note 4TU & TUE-14D (Early) .87
200 TU & TUE- 14D (Late) .87

-87
.65
.62
.65
.62
.87
.87
.86
 © pdfmanualpublisher.com 2005

ENGINE MODEL - GEAR RATIOS - OIL CAPACITIES

SEE GENERAL AND SPECIAL NOTES APPENDIX PAGE A-69

GEAR OIL
CAPACITY
GEAR RATIOS OUNCES OUNCES
ENGINE MODEL UPPER LOWER TOTAL OVERALL UPPER LOWER

NU & NUE-10s 16.28 20.23 .49 17.5

DU & DUE-15s 19.20 20.23 .82 17.5
CU & CUE- l6C 19.20 15.23 .62 37.2
HU & HUE- l6C 19.20 15.23 .62 37.2
KU & KUE-16C 21.16 15.23 .86 37.2
TU & TUE-16C 21.16 15.23 .86 37.2
TU & TUE-17R 21.16 15.23 .86 37.2

16.28 20.23 .49 17.5

19.20 15.23 .62 33.9

19.20 15.23 .62 33.9

21.16 15.23 .86 33.9

NUFR- 12A 16.28 20.23 .49 17.5

CUTR- I SE, CUFR- 1 9E,
CUTM- ISE, CUFM-19E, CUFR-19EB 19.20 15.23 .62 33.9
HUTR-I 9E, HUFR-1 SE,
HUTM- ISE, HUFM-lSE, HUFR-19EB 19.20 15.23 .62 33.9
TLJFR-19R, TUFM-19E, TUFR-19EB 21.16 15.23 .86 33.9
 © pdfmanualpublisher.com 2005

ENGINE MODEL - GEAR RATIOS - OIL CAPACITIES

SEE GENERAL AND SPECIAL NOTES APPENDIX PAGE A-69

GEAR OIL
CAPACITY
GEAR RATIOS OUNCES OUNCES
ENGINE MODEL UPPER LOWER TOTAL OVERALL UPPER LOWER
1971

NUFM-12AX, 13M; NUFR-12AX, 13M

CUTR-19EX, 20D; CUFR- 1SEX, 20D;
CUTM-19EX, 20D; DUFM-19EX, 20D
HUTR- ISEX, 20D; HUFR- ISEX, 20D;
HUTM-ISEX, 20D; HUFM-ISEX, 20D
TUFR-19EX, 20D; TUFM-19EX, 20D
XUFR-20S, 20C; XUFM-20S, 20C

LUFR-10S, LUFM-105
LUFR-IOC, LUFM-IOC, LUFP-1OC
GUFM-lOS, VUFM-lOS,
GUFR-IOS, VUFR-10s
GUFR-IOC, VUFR-lOC,
GUFM-lOC, VUFM-1OC
GUFP-lOC, VUFP-1OC
HUTR, P, M-21S, 21C
HUFR, P , M-21S, 21C
JUFR, P, M-WUFP-1OS, 10C
TUFR, P, M-21S, 21C
XUFR, P, M-21R9 21A
© pdfmanualpublisher.com 2005

A-58
APPENDIX
© pdfmanualpublisher.com 2005

GEARS AND OIL

A-59
 © pdfmanualpublisher.com 2005

ENGINE MODEL - GEAR RATIOS - OIL CAPACITIES

SEE GENERAL AND SPECIAL NOTES APPENDIX PAGE A-69
%'D
GEAR OIL
CAPACITY
f
0
GEAR RATIOS OUNCES OUNCES k
HP ENGINE MODEL UPPER LOWER TOTAL OVERALL UPPER LOWER

120 990235E (SelecTrim) .52 33.9

990234E (Manual Trim) .52 33.9
140 990237E (SelecTrim) .62 33.9
990236E (Manual Trim) .62 33.9
175 990230E (SelecTrim) .72 33.9
990229E (Fixed Trim) .72 33.9
190 990232E (SelecTrim) .72 33.9
990231E (Fixed Trim) .72 33.9
235 990240E (Fixed Trim) .86 33.9
990241E (SelecTrim) .86 33.9

120 990243D & H (SelecTrim) .6 1 33.8

990242D & H (Fixed Trim) .6 1 33.8
990245D & H (SelecTrim) .6 1 33.8
140 990244D & H (Fixed Trim) .6 1 33.8
990253D & H (SelecTrim) .67 33.8
185 990252D & H (Fixed Trim) .67 38.4
990255D & H (SelecTrim) .7 1 38.4
225 990254D & H (SelecTrirn) .7 1 38.4
99025 1D (SelecTrim) .7 1 38.4
240 990250D (Fixed Trim) .7 1 38.4
 GEARS AND OIL A-6 1
© pdfmanualpublisher.com 2005

53aannwQGlnnQ6na
N N N N N N N N N N N N N N N
 © pdfmanualpublisher.com 2005

ENGINE MODEL - GEAR RATIOS - OIL CAPACITIES ?

0\
N
SEE GENERAL AND SPECIAL NOTES APPENDIX PAGE A-69 GEAR OIL
CAPACITY
ENGINE MODEL
GEAR RATIOS
UPPER LOWER TOTAL OVERALL
OUNCES OUNCES
UPPER LOWER
%u
9CJ
1981 z
990242C & 2C1 (Fixed Trl-n) 21.18
129FTHRCIS & C I F (Fixed Trim) 21.18
990243C Lk 3C1 (SelecTriln) 21.18
!%OSTHRCIS & C I F (SelecTrirn) 21.18
990244C & 4CI (Fixed Trim) 21.18
140FTHRCIS & CIF (Fixed T r i m ) 21.18
99324 5C & 5CI ( S e l e c T r ~ m ) 21.18
14;)ST!-lRCIS Kc C I F (SelecTrirn) 21.18
140SPHRCIS & ~ ~ F ( S e l e c ~ w1P.S.)
rim 21 . l 8

3.8 L i t r e 17OSTMRCIS (SelecTrirn)

170SP%lRCIS (SelecTrim w1P.S.)
18 5 990252C & 2CK (Fixed Trim)
999253C & 3CK (SelecTrirn)
200 990266C & 6CK (Fixed Trim)
2rJOtzTHRCIS 6i C I F (Fixed Trim)
990267C & 7CK (SelecTrirn)
200STI-IRCIS & C I F (SelecTriin)
990263C &OCK(Selec Trim w1P.S.)
200SPf-iRCI.S Rc ClF(Se1ecTri:n w1P.S.)
9902546 3 4CK (Fixed Trim)
23OFTt-IRCIS & C I F (Fixed Trim)
990255C & 5CK (SelecTrirn)
23QSTI-IRCIS & C I F (SelecTrirn)
990261C & 1CK (SelecTrim w/P.S.)
230SPHRCIS & CIF(Se1ecTrirn w/P.S.)
990256C & 6CK (Fixed Trim)
260FTHRClS & C I F (Fixed Trim)
990257C & 7CK (SelecTrim)
260STHRCIS & C I F (SelecTrirn)
990262C & 2cK (SelecTrirn w1P.S.)
260SPHRCIS & CIF(Se1ecTrim w1P.S.)
 GEARS AND OIL A-63
kkkk kkkk
\D\D\D\D \D\D\D\D 4444
m m m m
NNNN NNNN
© pdfmanualpublisher.com 2005
 © pdfmanualpublisher.com 2005

ENGINE MODEL - GEAR RATIOS - OIL CAPACITIES

SEE GENERAL AND SPECIAL NOTES APPENDIX PACE A-69

3
D
GEAR OIL rn
CAPACITY Z
GEAR RATIOS OUNCES OUNCES
MODEL IDENTIFICATION UPPER LOWER TOTAL OVERALL UPPER LOWER
1982 Continued

5.0 Litre 504STHKCNC (SelecTrirn) 21:17

(307 CID) 504SPHRCNC (SelecTrim, P.S.) 21: 17
4BRL 504STHCCNC (SelecTrim, Closed Cool) 21: 17
504SPHCCNC (SelecTrirn, P.S., C.C.) 21: 17
504STMRCNC (S.T., Mid-Rise Elbow) 21: 17
504SPMRCNC (S.T., P.S., M.R.E.) 21: 17
504STMCCNC (S.T., M.R.E., C.C.) 21: 17
504SPMCCNC (S.T., P.S., M.R.E., C.C.) 21:17

5.7 Litre 574STHRCNC (SelecTrirn) 21:16

(350 CID) 574SPHRCNC (SelecTrim, P.S.) 21: 16
574STHCCNC (SelecTrirn, Closed Cool) 21: 16
574SPYCCNC (SelecTrim, P.S., C.C.) 21: 16
574STMRCNC (SelecTrim, W .R.E.) 21:16
574SPWRCNC (S.T., P.S., M.R.E.) 21: 16
579STMCCNC (S.T., M.R.E., C.C.) 21:16
574SPWCCNC (S.T., P.S., M.R.E,, C.C.) 21:16

2.5 Lltre 252FTHRCTR 21:18 13:26 .58 1.71 16.6 26.7

(1 20 HP? 252FPYRCTR (Power Steering) 21:18 13:26 .58 1.7 1 16.6 26.7
252STHRCTR (SelecTrirn) 21:18 1326 .58 1.7 1 16.6 26.7
252SPHRCTR (SelecTrirn, P.5.) 21:18 13:26 .58 1.71 16.6 26.7

3.0 Litre 302FT1-IRCTK 21:18 13~26 .58 1.7 1 16.6 26.7

I1 49 HP! 302FPHRCTR (Power Steering) 21:15 13:26 .58 1.71 16.6 26.7
302TTHRCTR (SelecTritn) 21:18 13:26 -58 1.7 1 16.6 26.7
3025PHRCTR (SelecTrlrn, P.5.) 21:18 13:26 .58 1.71 16.6 26.7
1983 Ca?tinued on Uevt Page
 © pdfmanualpublisher.com 2005

ENGINE MODEL - GEAR RATIOS - OIL CAPACITIES

SEE GENERAL AND SPECIAL NOTES APPENDIX PAGE A-69

GEAR OH,
CAPACITY
GEAR RATIOS OUNCES OUNCES
MODEL IDENTIFICATION UPPER LOWER TOTAL OVERALL UPPER LOWER

1983 Continued

3.8 Litre 382STMRCTR (SelecTriin) 21:20 14:26 .57 1.77 16.6 32.1
(170 HP) 382SPVRCTR (SelecTrim, P.S.) 21:20 14:26 .57 1.77 16.6 32.1
2 9BL 382STMCCTR (SelecTrirn, Closed Cool) 21:20 l4:26 .57 1.77 16.6 32.1
382SPMCCTR (SelecTrirn, P.S., C.C.) 21:20 14:26 .57 1.77 16.6 32.1

3.8 Litre 384STMRCTK (SelecTri!n) 21:20 14:26 .57 1.77 16.6 32.1
(170 HP) 384SPVRCTR (SelecTrirn, P.S.) 21:20 14:26 .57 1.77 16.6 32.1
4 9BL 384STMCCTR (SelecTrirn, Closed Cool) 21:20 i 4:26 .57 1.77 16.6 32.1
384SPMCCTR (SelecTrim, P.S., C.C.) 21:20 14:26 .57 1.77 16.6 32.1

5.0 L i t r e 502STHRCTII (SelecTrl~n) 21:17 14:26

(305 CID) 502SPHRCTK (SelecTrun, P.5.) 21:17 i4:24
2 BBL 502STHCCTfI (SelecTrim, Closed Cool) 21: 17 1k26
502SPHCCTR ( S e l e c T r ~ m ,P.T., C.C.) 21: 17 14:26
502STMRCTR (S.T., Vid-rise Elbow) 21:17 14:26
502SPVRCTR (S.T., P.S., M.K.E.) 21:17 14:26
502STMCCTR (S.T., M.R.E., C.C.) 21:17 1k26
502SPVICCTR (S.T., P.S., M.R.E., C.C.) 21:17 14:26

5.0 i l t r e 504STHRCTK (SelecTrl-n)

(307 CID) 504SPHRCTR (SelecTr~rn,P.5.)
4 3BL 5045TIiCCTK (SelecTriin, Closed Cool)
504SPHCCTR (S.T., P.S., C.C.)
504STMRCTlI (S.T., Vid-rise Elbow)
5045?'JRCTli (S.T., P.S., M.R.E.)
50ilST'vlCCTK (S.T., V.R.E., C.C.)
504SPWCCTK (S.T., P.S., M.R.F., C.C.)

1983 Coqtinued on N e x t Page

 © pdfmanualpublisher.com 2005

ENGINE MODEL - GEAR RATIOS - OIL CAPACITIES

SEE GENERAL AND SPECIAL NOTES APPENDIX PAGE A-69
GEAR OK
CAPACITY
GEAR RATIOS OUNCES OUNCES
MODEL ZDENTIFiCATlEON CPPER LOWER TOTAL OVERALL UPPER LOWER
1983 Continued

5.7 L ~ t r e 574STHRCTti (SelecTr~gn) 21:16 l4:26

(350 ZID) 574SPHRCTR (SelecTri~n,P.S.) 21:16 14:26
574STHCCTR ( S e l e c T r ~ f nClosed
, Cool) 21: I6 14:26
574SPHCCTR (S.T., P.S., C.C.) 21:16 14:26
574STMRCTR (S.T., Vid-rise Elbow) 21:16 14:26
574SPMRCTK (S.T., P.S., M.R.E.1 21:16 14:26
574STMCCTR (S.T., W.R.E., C.C.) 21:16 14:2h
574SPVCCT!i (S.T., P.S., M.R.E., C.C.) 21:16 14:26

2.5 Lltre 252FTf-IRCR (Preset Trim) 21:15 13:25 -58 1.71 16.6 26.7
(129 HP) 252STHRCR (SelecTrirn) 21:lS 13:26 .58 1.7 1 16.6 26.7

3.0 L i t r e '302FTt-lKCR (Preset Trim) 21:18 13:26 .58 1.71 16.6 26.7
(140 HP! 302STHRCR {SelecTrim) 21:18 13:26 .58 1.71 16.6 26.7
302SPHRCR (SelecTrii-n, P.S.) 21:18 13:26 .5% 1.7 1 16.6 26.7

3.8 L i t r e 382FTMRCR (Preset Tril-n) 21:2r3 14:26 .57 1.77 16.6 32.1
(170 HP) 382STMRCR (SelecTrirn) 21:20 14:26 .57 1.77 16.6 32.1
2 BBL 382SPMRCK (SelecTrirn P.S.) 21:20 14.26 .57 1.77 16.6 32.1

3.8 L i t r e 384FTMRCR ( P r e s e t Trim) 21:20 14:26 .57 1.77 16.6 32.1

(170 HP) 334STMRCli (SelecTrirn) 21:20 14:26 .57 1.77 16.6 32.1
4 BBk 384SPWRCK (SelecTrim, P.S.) 21:20 14:26 .57 1.77 16.6 32.1

5.0 L i t r e 502FTI-lRCR (Preset Trim) 21:17 14:26 .67 1.50 16.6 32.1
(305 CID) 502STHRCR (SelecTriin) 21:17 14:26 .67 1S O 16.6 32.1
2 BBL 502SPHRCR (SelecTrirn, P.S.) 21:17 14:25 .6 7 1.50 16.6 32.1

1984 Continued o n Next Page

 © pdfmanualpublisher.com 2005

ENGINE MODEL - GEAR RATIOS - OIL CAPACITIES

SEE GENERAL AND SPECIAL NOTES APPENDIX PAGE A-69

GEAR OIL
CAPACITY
GEAR RATIOS OUNCES OUNCES
MODEL IDENTIFICATION UPPER LOWER TOTAL OVERALL UPPER LOWER

1984 Continued

5.0 L i t r e 504FTl-iRCR (Preset Trim) 21.17 14:26 .67 1.50 16.6 32.1
(307 CID) 504STHRCR (SelecTrim) 21:17 14:26 .67 1.50 16.6 32.1
4BBL 504SPHRCR (SelecTril-n P.S.) 21:17 14:26 .67 1.50 16.6 32.1

5.7 L i t r e 574FTHRCR (Preset Trim) 21:16 14:26 .7 1 1.41 16.6 32.1

(350 CID) 574STHRCK (SelecTriln) 21:16 14:26 .7 1 1.4 1 16.6 32.1
574SPHRCR (SelecTrim, P.S.) 21:16 14:26 .7 1 1.4 1 16.6 32.1

2.5 L i t r e 252FTHRCO (Preset Tri.n) 21:18 13:26 .58 1.7 1 16.6 26.7
(120 HP) 25LSTHRCO (SeIecTrii n) 21:18 13:26 .58 1.7 1 16.6 26.7

3.0 Litre 302FTHKCO (Preset Trim) 21:18 13:26 .58 1.71 16.6 26.7
(140 H P ) 302STHRCO (SelecTrirn) 21:18 13:26 .58 1.7 1 16.6 26.7
3OLSPHRCO (SelecTrirn, P.S.) 21:18 13:25 .58 1.7 1 16.6 26.7

3.8 Litre 382FTMRCO (Preset Trirn) 21:20 14:26 .57 1.77 16.6 32.1
(170 H P ) 382STMRCO (SelecTrim) 21:20 14:26 .57 1.77 16.6 32.1
2 BUL 382SPVRCO (SelecTrirn P.S.) 21:20 14.26 .57 1.77 16.6 32.1

7.8 I,itr? 384FTMRCO (Preset Trim) 21:20 14:26 .57 1.77 16.6 32.1
(170 HP) 384ST VRCO (SelecTrirn) 21:20 14:26 .57 1.77 16.6 32.1
4 BBL 384SPMRCO (SelecTriin, P.S.) 21:20 14:26 .57 1.77 16.6 32.1

5.0 Litre 502FTHRCO ( P r e s e t Trim) 21:17 14:26 .67 1.50 16.6 32.1
(305 CII1)) 502STHRCO (SelecTrirn) 21:17 14:26 .67 1.50 16.6 32.1
2 BDL 502SPHRCO (SelecTrirn, P.S.) 21:17 14:26 .67 1.50 16.6 32.1

1985 Continued on Yext Page

 A-68 APPENDIX
... ...
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dGG
hhhh
d G d G
.... ....
4 4 4 4
NNNN
4 4 4 4
NNNN
m m m m m v NNN NNNN m m m m m m m m
© pdfmanualpublisher.com 2005

aaw aaa
? 2Y
*a*
? YY
a*-?
ooc
 © pdfmanualpublisher.com 2005

ENGINE MODEL - GEAR RATIOS - OIL CAPACITIES

GEAR OIL
CAPACITY
GEAR RATIOS OUNCES OUNCES
MODEL IDENTIFICATION UPPER LOWER TOTAL OVERALL UPPER LOWER

1986 Continued

5.0 L i t r e 502FTHRCO ( P r e s e t Trim)

(305 CID) 502STHRCO (SelecTrim)
2BBL 502SPHRCO (SelecTrim, P.S.)
502FTHRCI) ( P r e s e t T r i m )

5.0 L i t r e 504FTHRCO ( P r e s e t T r i m )
(307 CID) 504STHRCO (SelecTrim)
4BBL 504SPHRCO (SelecTrim, P.S.)
504FTHRCD ( P r e s e t Trim)

5.7 L i t r e 574FTHRCO ( P r e s e t T r i m )
(350 CID) 574STHRCO (SelecTrim)
574SPHRCO (SelecTrim, P.S.)
574FTHRCD ( P r e s e t Trim)

GENERAL NOTES

P.S. = Power Steering S.T. = SelecTrim C.C. = Closed Cooling M.R.E. = Mid-rise Elbow

T h e 19.29 r a t i o g e a r c a s e is rnarked with a n "H" on t h e skeg. T h e 24.18 unit is marked with a "TI on t h e upper
casting. T h e 15.23 unit is marked with a "B" o r a n "O1'o n t h e skeg.

SPECIAL NOTES

Gear Ratio Total is t h e relationship of o n e revolution of t h e ball g e a r s h a f t (input s h a f t ) and t h e revolution of t h e

o u t p u t s h a f t -- propeller s h a f t . As a n example: o n e revolution of t h e input s h a f t m a y result in t h e propeller s h a f t
r o t a t i n g .52 o r approximately 112 turn.
Overall Ratio is t h e relationship of how much t h e input s h a f t m u s t r a t a t e t o result in o n e full revolution of t h e
propeller shaft. Example: o n e full turn of t h e propeller s h a f t resulted in t h e input s h a f t r o t a t i n g 1.92 revolutions.
Intermediate Housing: T o s e r v i c e t h e interrnediate housing with a n oil bath, t h e lubricant m u s t b e siphoned out. A
drain plug was n o t installed until 1980. T h e interrnediate housing oil c a p a c i t i e s are: 6.95 ounces, 1968-72; 6.25
ounces, 1973 and on.
 © pdfmanualpublisher.com 2005

FIRST STATION CABLE

.II~~I~~~-~I~~=-II;IIIIIIIIIIIII
~IDII~IIII-I~~II-IIIIII-III-IIII

1
- ~ I ~ ! I I -

I rl
;:EW
l HT
lE
lr G R E E N N H I T E >
BLUEIWHITE 1 6 G A
GREENIWHITE 16 GA
4
-&A
1 I
I L T BLUE
4
BLACK
YELLOWIRED
ORANGE
REDIPURPLE
ORANGE 10 GA
I -I PURPLE
P GRAY
PURPLE 16 G
GRAY 16 GA

-REDIPURPLE 10 GA

ENGINE CABLE
OR EXTENSION
CABLE PLUG
IIII BLUEANHITE
GREENIWHITE
TAN
LIGHT BLUE
BLACK
YELLOWIRED
ORANGE
REDIPURPLE
PURPLE
GRAY

SECOND STATION CABLE

IDENTIFICATION TAG FOR

SECOND STATION
CABLE PLUG
 © pdfmanualpublisher.com 2005

R E A R V l L W OF INSTRLJMENTS

BLUE
D A R K HL
16GA

GRAY I 6 G A

B L A C K 16 G A

BLACK

INSTRUMENT
PURPL t LIGHT
SWITCH
-TAN 16GA
PURPLE
BLACKrORANGE 1 6 G A

VOLTMETER I
T
O
- ' L ' TERMINAL
ON ANOTHER
I PURPL t 14 G A - TRIM
SWITCH
GAUGE I P I N K 16 G A
I TILT
TIE SWITCH II
POINT II
T O REMOTE
YELLOW RED II

-
CONTROL
16 G A
/

PURPLE T O K E Y
FROM
BLUE
-
ORANGE
BLACK

I
!i NOTE WHEN INSTALLING
VOLTMETER O N L Y SECURELY
R E D PURPLE I

FASTEN ORANGE Q G A A N D RED

I PURPLE Q G A W I R E S T O G E T H E R

OMC I N S T R U M E N T A N D SWITCH W I R I N G D I A G R A M

rc) o u r o o n n D m a a l N ~ c o e ~ o v ~ aiL
r ~ aol c~w r s a c s ~ a v r o1 8 1 s
 © pdfmanualpublisher.com 2005

ALTERNATOR
P
4
h)

16 G A .
BLUE / ORANGE
I6 4 A . / BLACK
GREEN /ORANGE
I 6 6A.

TILT MOTOR TRIM =qcJzrAI

SOLENOIDS
'
I
BLACK IlCGA . --
.ACK
BLACK \6GA

VOLTAGE
REGULATOR

TEMPERATURE

u
12V BATTERY
 WIRE IDENTIFICATION A-73
© pdfmanualpublisher.com 2005

Wire identification for the 185/225 hp pre-set trim Model "Drf(with ballast resistor).
A-74 APPENDIX
© pdfmanualpublisher.com 2005

Wire identification for the 185/225 h p SelecTrim Models " H " & "J" (with resistor wire).
 WIRE IDENTIFICATION A-75
© pdfmanualpublisher.com 2005

Wire identification for the 185/225 h p pre-set trim Models "H" & "J" (with resistor wire).
A-76 APPENDIX
© pdfmanualpublisher.com 2005

Wire identification for the 185, 200, 230, and 260 hp Selectrim models.
 © pdfmanualpublisher.com 2005 WIRE IDENTIFICATION A-77

Wire identification for the 185, 200, 230, and 260 hp pre-set trim models.
A-78 APPENDIX
© pdfmanualpublisher.com 2005

Wire identification for the 120 and 140 h p pre-set trim models.
 © pdfmanualpublisher.com 2005

KNIFE DISCONNECT, /P 11

STARTER M O T O R

I Z V BATTERV
 © pdfmanualpublisher.com 2005

RLTERNRTOR

GREEN/ WHITE IOGR

B L U E I W H I T E IDGO-
L T G R E E N 16GA
PURPLE IbGR

PURPLE IbGR

START flS5lST

STARTER M O T O R

*
I2 V BATTERY
 WIRE IDENTIFICATION A-8 1
© pdfmanualpublisher.com 2005

Wire identification for the 120/140 hp pre-set trim Models "H" & " H I " (with resistor wire).
© pdfmanualpublisher.com 2005
 © pdfmanualpublisher.com 2005

ALTERNATOR

T I L T MOTOR CONNECTOR
OIL PRESSURE SENDER

I ORANGE 1 0 GA.-

- LGREENIWHITE
10 GA.

FORWARD I
~ ' .
B L U E N V H I T E
10 GA. --BLUE 16 GA

GA.

16 GA

/
BLACK CONNECTOR
,
RED 10 GA WHITE 16 GA.

-
- RED 10 GA.

BLACK 10 GA.

RED 4 GA.

STARTER MOTOR
 © pdfmanualpublisher.com 2005

ALTERNATOR
\ A

DISTRIBUTOR

PURPLE 16 GA.
BALLAST
RESISTOR CHOKE WATER TEMP.

BLACK
-
STARTER BLK 16 GA.
-SOLENOID

BLACK 4 G A . rn
m
BATTERY
PUMP & MOTOR
ASSEMBLY
 © pdfmanualpublisher.com 2005
WIRE lDENTlFlCATlON A-85

Wire identification for the 240 h p SelecTrim Models " H H and "J" (with resistor wire).
© pdfmanualpublisher.com 2005
 WIRE IDENTIFICATION A-87
© pdfmanualpublisher.com 2005

Wire identification for the 240 hp pre-set trim Models "H" and "J" (with resistor wire).
 © pdfmanualpublisher.com 2005

VOLTAGE
REGULATOR
-BLACK

I
' \ - B L A C K CONNECTOR

[I" BATTERY
TRIM SENDER
 WIRE IDENTIFICATION A-89
© pdfmanualpublisher.com 2005

Wire identification for the 250 h p SelecTrim model.

 © pdfmanualpublisher.com 2005

PURPLEIRED 20 GA.
RFISTANCE WIRE
TILT MOTOR ORANGE 10 G A . 7 I 2 11
ALTERNATOR

--

VOLTAGE LYELLOW
16 GA.
REGULATOR

BLACK 4 GA.
I /REDPURPLE 10 GA.
A FUSE

YELLOWIRED 12 GA.

& STARTER MOTOR

12 V BATTERY
 © pdfmanualpublisher.com 2005

7BLACKIORANGE 16 GA.

BLUE

TR lM
MOTOR

VOLTAGE YELLOW IGGA.J

REGULATOR

Y
TRIM SENDER
BLACK
CONNECTOR

I + I I -BLACK ~OGA. 1 / A BOA FUSE

RED

YI PURPLEIBLACK 12 GA.
YELLOWIRED 12 GA+
RED 4 GA.

12 V. BATTERY
 © pdfmanualpublisher.com 2005

ORANGE 10 GA. 6 GA.

TAN 16 GA.
PURPLE 16 G A

SPLICE-

T I L T SOLENOIDS

BLUE
BLUE REGULATOR
GREE I
YELL
BLAC
REDPURPLE 1 TEMPERATURE

REDPURPLE 10 GA.-
50 A FUSE-

BLACK 4 GA.

12 V. BATTERY
 WIRE IDENTIFICATION A-93
© pdfmanualpublisher.com 2005

Wire identification for the 185, 200, 230, and 260 hp, also 5.0 and 5.7 Litre Models
w i t h SelecTrim -- 1980 and on.
A-94 APPENDIX
© pdfmanualpublisher.com 2005

TILT SOLENOIDS

AMMETER

FUSE
4pply a thln film of I ~ g hm
t a c h ~ n e011
3r OMC Extreme Pressure

c-.i'
4 BATTERY
32199

This thin of lubricant will make F~nctiolrsalcliagrcrn of the tilt system, 185, ZOO, 230,
the assembly of the connector
eas~erand help prevent corrosion a& 260 hp h8"oc?@ls.

BATTERY->unctional dioomm of the tilt system,

120 an6 140 hp Vodels.
 TILT CIRCUIT A-95
© pdfmanualpublisher.com 2005

T I L T SWITCH

Functional diagram of the tilt circuit, 3.8, 4.3, 5.0, and 5.7 Litre models.

ASSIST m

W
W
IT
0 i 6 AMP
FUSE

PURPLE

T I L T SWITCH

Fmctioncrl c3iaprar of tke tilt circuit, 2.5 snd 3.0 Litre ha@c"els.
A-96 APPENDIX
© pdfmanualpublisher.com 2005

SOLENOID CONNECTOR

t
STARTER
MOTOR
20 AMP FUSE

ORANGE

IGNITION
SWITCH

TRIM SOLENOIDS

TRIM MO

LTRIM
\
SENDING
"NIT

Functional diagram of the t r i p circuit, 5.0 and 5.7 Litre Models.

50 AMP FUSE

DISTRIBUTOR

Functional diagram of the ignition system, 2.5, 3.0, 3.8, and 4.3 Litre models.
 TRlM CIRCUIT A-97
© pdfmanualpublisher.com 2005

SOLENOID
-- . - ASSIST

AMMETER
CONNECTOR

BATTERY ORANGE
STARTER 50 AMP
MOTOR FUSE

TILT SOLENOIDS IGNITION

SWITCH

TRIM SOLENOIDS TRIM

GAUGE 6 AMP
FUSE
LUEI
TRlM MOTOR
TRlM
SWITCH

Functional diagram of the trim circuit, 2.5 and 3.0 Litre Models.

SOLENOID

SOLENOID CONNECTOR AMMETER

RANGE

1 I
STARTER
20 AMP FUSE

1 ORANGE
T l L T SOLENOID

TRlM SOLENOIDS

TRlM MOTOR

SENDING \Y \
UNlT
.a
Functional diagram of the trim circuit, 3.8, 4.3, 5.0, and 5.7 Litre models.