EVINRUDE SERVICE * REPAIR. HANDBOOK 1,5 to 35 hp * 1965-197810010100 CONTENTS Chapter One General Information Chapter Two Lubrication, Periodic Maintenance, and Tune-up ‘Chapter Three Troubleshooting Chapter Four Fuel System Chapter Five Blectrical System Chapter Six Engine Repair and Overhaul Chaprer Seven Lower Unit Chapter Eight Manual Starter Chapter Nine Electric Motors Supplement 1976-1978 Service Information maex, Page 209CHAPTER ONE GENERAL INFORMATION This service and repair handbook includes the latest service information for Evinrude 2- stroke outboard motors between 1.5 and 35 hp from 1965 through 1978, MANUAL ORGANIZATION | ‘Chapters One through Ten provide informa- tion for all 1.5 through 33 hp madels through 1975. The Supplement at ihe end of this hand- book covers all 1976-1978, 2-35 hp models (the 35 bp model was introduced in 1976). To ser- vice any late model motor, use the specifica- tions in the supplement along with the siep-by- step procedures in the pertinent chapters in the front of this book. All procedures are given fn the most practical sequence. Complex and lengthy operations are described step-by-step and are thoroughly iflus- ‘trated. Installation and assembly procedures are given where they differ from removal and dis- assembly procedures. Notice is given at the head ‘of each subsection requiring the use of special tools, and alternate methods or tools are kdenti- fied where substitutes are possible, Iralie notes of caution or operation emphasis appear throughout the text to ensure safety and working efficiency. Each of the chapters gives detailed instruc- tions for disassembly, inspection, reassembly, and operating adjustments of the components, ‘These procedures will help you service a specific system, or overhaul the engine. ‘The exploded views illustrate the correct sequence of all parts as well as a listing of the parts needed for replacement. These can be of considerable Help as a reference during dis- assembly and reassembty. U.S, standards are used throuphout and are accompanied by metric equivalents in paren- theses where such reference might have prac- tical value. ‘Tn many cases, measurement and perform- ance specification ranges for assemblies, sub- assemblies, and parts overlap from model to model. Where possible, single values are given in the procedures that satisfy the specifications for all models, Specification ranges are tabu- lated for each specific model in the appropriate chapter: MODELS ‘There are far too many models of Evinrude motors to list separate procedures for cach. The various maintenance and overhaul functions are therefore referenced by engine horsepower ‘output.Usually the model number gives some clue as to the displacement of the engine and the year it was made. If in doubt about the year and model of your engine, refer any questions te a dealer, The horsepower for Johnson motors should be given somewhere on the moter cover cor dealer plate. Specifications and clearances are given in Tables 1 through # at the end of the chapter, SERVICE HINTS ‘The procedures used in this manual avoid the use of special tools and test equipment wherever possible. When necessary, special tools and test equipment are itlustrated, either in actual use or lone. Special tools may be ordered and pur- chased through dealers, However, a well- equipped mechanic may find it possible to sub- stitute similar tools or make new ones to ful- fill a requirement. Recommendations are occasionally made to refer a service task to a dealer or specialist in a particular field. In these cases, work will prob- ably be done more quickly and economically than if the owner perfoms it personally. ‘When you order parts from the dealer or other parts distributor, always order by engifi® and chassis number. Write the numbers down and carry them in your walle Throughout this manual, keep the following conventions in mind: “front” refers to the front of the boat, “left” sod “right” or “port” and “starboard” refer to a person sitting in the boat facing forward. The abbreviation Toc means top-dead-center of a piston within a cylinder. Te means before top-dead-tenter; ATOC means after top-dead-center, Tn procedural steps, the term “replace” means to discard a defective part and replace it with a new one. “Overhaul” means to remove, dis- assemble, inspect, measure, repair, or replace defective parts, reassemble, and install major systems and parts All dimensions and capacities are expressed in units familiar wo an American mechanic. ‘Metric measurements may also be given, as appropriate. Metric tools are not required to ‘work on the various engines. pag The terms NOTE, CAUTION, and WARNING have specific meaning in this book, A NOTE. pro- vides additional information to make a step or procedure easier or clearer, Disregarding a NOTE could cause inconvenience, but would not cause damage or personal injury. ‘A CAUTION emphasizes areas where equip- ment damage could result, Disregarding a Cau ‘Tow could cause perament mechanical dam- age; however, personal injury is unlikely. A WARMING emphasizes areas where personal injury or even death could result from negli- gence. Mechanical damage may also occur WARNINGS are to be taken seriously. In some cases scrious injury or death has been caused by mechanics disregarding similar warnings STANDARD PRACTICES Experienced mechanics observe certain prac- ‘tees as a matter of course. Some of the following items are precautionary, others provide hints. 1. Disconnect battery positive (++) enblle before repair operations in the vicinity of electrical connections, or those requiring clectrical dis connections, 2. Be aware of flame or spark sources when working near a charging battery, or other areas involving volatile fluids, such as the fuel system. 3. Use the proper cleaning solution. External parts can be cleaned with solvent, unless they include rubber. Rubber parts can be cleaned with aleohel for clean hydraulic brake fluid), Hot water and detergent is an excellent cleaning solution for the internal metal parts. 4. Tag all similar internal parts for location, and mark all mating parts for position, Record number and thickness of any shims upon. disassembly. 5. Protect finished surfaces from physical dam- age and corrosion, 6, Frozen or very tight bolts and screws can ‘often be loosened by soaking with penetrating oil then sharply striking the bolt head a few times with a hammer and punch (or screwdriver for screws). Use heat as a last resort, and be cautious ‘of warping, removing temper, or melting any adjacent parts.GENERAL INFORMATION 7. No parts, except those assembled with a “press fit,” require unusual force during assem- bly, If you encounter difficulty in disassembling ‘or assembling a part, determine the reason before proceeding. Bee patient 8. Cover all openings after removing parts or subassemblies to keep dirt, small tools and parts, ete., from falling in. 9, When assembling 2 parts, start all fasteners required, then tighten evenly. 10. If a part requires replacement, always take ‘ald parts to the dealer, when practical, for cam- ‘parison to replacement part. SAFETY HINTS Professional mechanics can work for years and never sustain a serious injury. Tf you ob- serve a few rules of common sense and safety, you can enjoy many safe hours servicing your ‘own engine, You could hurt yourself or damage the motor if you ignore these rules. 1. Never use gasoline as a cleaning solvent. 2. Never smoke or use a toreh in the vicinity of flammable liquids such as cleaning solvent in ‘pen containers. 3. Never smoke or use a torch in an arta where batteries are being charged. Highly explosive hydrogen gas is formed during the charging Process. 4. It welding or brazing is required om the engine, remove the fuel tank to a safe distance, ‘at least SO feet away, Welding on gas tanks requires special safety procedures and must be performed only by someone skilled in the process. 5. Use the proper sized wrenches to avoid dam- age to nuts and injury to yourself. 6 When loosening a tight-or stuck mut, be guided by what would happen if the wrench should slip, Protect yourself accordingly. 7, Keep your work aren clean and uncluttered. 8. Wear safety goggles during all operations in- volving drilling, grinding, or use of a cold chisel, 9, Never use worn tools. 10. Keep a fire extinguisher handy and be sure is rated for gasoline and electrical fires. TOOLS Shop Tools For proper servicing, you will need an axsort= ment of ordinary handtools. As a minimum, these include: 1, Combination wrenches 2, Sockets 8. Slot (common) 3. Plastic mallet screwdrivers 4, Smallhammer 9, Feeler gauges 5, Snap ring plies 10, Spark plug gauge 6, Pliers 11. Spark plug wrench Special tools necessary are shown in the chap- ters covering the particular repair in which they are used. Electrical system servicing requires a volt- meter, ohmmeter, or other device for determin- ing continuity, and a hydrometer for battery equipped engines. ‘Advanced tune-up and troubleshooting pro- cedures require a few more tools. 1. Hydrometer (Figure 1), This instrument measures state of charge of the battery, and tells much about battery condition. Such an instra- ment is available at any auto parts store and through most larger mail order outlets. A sntis- factory one costs less than $3.2. Multimeter or VOM (Bigure 2). This instru- is invaluable for elect il system trouble- ooting and service. A few of its functions may be duplicated by locally fabricated substitutes, for the serious hobbyist, it is a must. Its ibed in the applicable sections of ound $10 at ebec- ind mail order outlets, 3. Compression penge (Figare 3), An engine ow compression cannot be properly tuned and will not develop full power, A compression engine compression. The one flexible stem, which enables it to vlinders where there is little clearance Inexpensive ones start around $3, available at mito. accessory stores or hy mail order from slog order flems, t driver (Figure 4). This tool might th the mechanic in mind. Tt makes removal of engine CWS EASY, and climinnics damaged screw slots. Good ones 1/S15 at larger hardware stores, 5, Jgnition gauge ( it pap. Tt also ha ke plug gap. tools may alse be required for Tengo: Gage acarricc. “THEY Ai availa sok the deales. igure 5}. This tool me round wire gauges for PENDABLE SUPPLIES re also required Jude gre gasket cement, wiping cleaning solvent, and distilled water. Ask ¢ special locking compounds c lubricants which make maintenance ee, Solvent is available at most ind distilled water for the battery is available at most supermarkets. your dealer for andGENERAL INFORMATIONGENERAL INFORMATION: Table 1 SPECIFICATIONS. “Horsepower Operating range Test tank Engine type Bore and stroke Piston displacernent. Crankshatt sine Top journal Bottoen journal ‘Connecting rad erank pin ‘Carburetion Float level setting Inlet needle seat ‘Cooling system Propeller gear ratio Propetier Speed contral Starter Agnition Spark plug Spark plug gap Spark plug torque Breaker point gap ‘Condenser Spark plug POWER HEAD Peston ring gap Piston ring groove ‘Cylinder and piston Crankshatt Unper Lower Connecting rod Piston end 0.001 1 - 9.0004 in, ‘Crankshaft end Neodie bearing, {eontinued) AND CLEARANCES AND 2 HP 144 hp @ 4.000 rpm 2 Np at 4,500 rpm for 1971 and later 4,800 to 4,800 rpm 3,900 te 4,200 rpm Single cylinder, 2-cycle 1-9/16 in. bare x 1-3/8in, stroke 2.64 cu. in. 0.7502 10.7497 in, 0.7502 - 0.7497 in, 10.6690 - 10,6685 in, ‘Single barrel, float feed, high and lw-speed adjustments, Flush with casting, 9.068 - 0.062:in. far 1968 9.050 - 0,053 in, Use a No. 55 drill as gauge ‘Centri-matic cooling 12:25 Tg nig in. Single lever, synchronized theattie and spark Manual Flywhes! magneto AC-M42K, Champion 14J, Auto-Lite AZIX- Imm (144 hp}| 9.030 in. 17g Bg eth, 0.020 in. 0.18 to 0.22 afd. AC-M44G, Champion 463, 14mm (2 np) 0.015 - 0.908 in. 0.0035 - 8.001 in., 0.0040 -0.0020 in, for 1002 1970 and later (0.0005 - 0.0043 in., 0.0025 - 0.0013 in. for 1802 1968 Roller Needle bearing Neodie bearing * Haswell al smm Moat. Mew 39% veducige par YOO above sau lol.‘Table 1 SPECIFICATIONS AND CLEARANCES —114 AND 2 HP (continued) LOWER UNIT Drive shaft and bushing in gearcese 0.0025 - 0.0010 in., 0.0028 - 0.0010 in, for 1602 1970 and later Gearease head and propeller shatt ‘0.0020 - 0.0005 in., 0.2022 -0.0007 in. for 1002 1970 and later Propatier on shaft 0.0058. 0.003 in, 0.0057 - 0.0032 in. far 1002 1970 and later Bushing-to-propeller shaft 0.0022 - 0,007 in,, 1970 and later TORQUE CHART POWER HEAD Fiywheet unit 28 fb. Connecting red screws 66 ina, Cylinder head screws = 80 im, Manifold ta crankcase screws = BD ints Bearing housing-ta-cylinder screws + BO in. Spark plug, AT Ys - BOYS Mtb, LOWER UNIT Pull required at propeller shaft to tit up lower unit 11s td th, Note: See Table 9 for tightening torques of standard ecraws.GENERAL INFORMATION Table SPECIFICATIONS ANO CLEARANCES —3 HP GENERAL *Horsepawer a hp 4,000 rem Operating range 3,500 hp @ 4,500 rpen Test tank 3.850 rpm Engine type 2eeylinder, 2 cycle, 180° crank Bore and stroke 19/16 in. bare x 1.3/8 in, stroke Piston displacernant 5.28 cw. Crankshatt size All journals 0.6884 «0.6849 in. ‘Connecting: rod crank pan (0.6255 - 0.6250 in ‘Cerburaton Single barrel, float feed, high and low-speed adjustments, manual choke Float level Flush with casting Inlet needs neat 0.065 - 0.062 in. Use a No. 52 drill as gaupe Cooling system ‘Oantsl matic (combination positiva dlaplacemant and centrifugal pump) Propelier gear ratio 17:28 Lightwin/ Ducktwin 12:25 Yachowin Propeller Yacrrwins— Standard -B in. diameter x 51 in, pitch, 3 blade Optional 8 x 44g in,, 3 blade Lighteins— 6 in. diameter x 614 in. pitch, 2 blades Speed control Single fever, synchronized throttle and spark Starter Manual, ealf-rewinding Ignition Flywhesi magneto Spark plug AC-Md2K, Champion JJ, 1dmm Spark plug gap 0.030in. Spark plug torque 17M +2046 fib. Breaker point gap 0.020 in. Condenser 0.18 to 0.22 utd. POWER HEAD Piston ring gap 0.018 -@.095 in, Piston sing groave 0.0035-0.001 in. ‘Splines and piston 0.0025 - 0.0013 in. ‘Crankshatt Upper 0.0023 - 0.0013 in, Center 10,0023 - 0.0013 in. Lower 9.0023 - 0.0013 in, Connecting rod Piston end 8.0011 - 0.0004 in. Cranksbatt ard 8.0017 » 0.0007 in. (cantinued) "Hanser wabivin ot seu low, ABow 25%, sadueion pee 1086 Sow sau low‘Table 2 = SPECIFICATIONS AND CLEARANCES —3 HP LOWER: UNIT Weedless Gearcane Standard Gearcase Drive shaft and bushing in gearcase 0.003 - 0.001 in. 0.0025 -0.0010 in, 2.0018 0.005 in. 19 ‘Gear mousing cap 8.0015 - 9.005 in, 0.0020 - 12,0005 in. 0.0018 - 9.0906 im, Fropatter on shatt 0.0043 (Hub) -0.0023 in. 0.0055 - 0.003:in. 6.003 in, 0.0059 - 0.003 in. 1 TORQUE CHART POWER HEAD Flywhee! nut 30-40 M-1D, ‘Connecting rod soraws 60 66 inoit ‘Cylinder head screws 60-80 init, \Crankcase to cylinder screws— upper, center, lower ‘0- BO instb, Spark plug AT y 201g feolb. Pull required at propeller sBaft to tiet up lower unit 12-15. Starter housing 36-60 incib, (3-5 ftoib.) 1966 Note: See Table % for tightening torques af standard screws.SPECIFICATIONS AND CLEARANCES —4 HP ‘Coneecting rod crank pin ‘Carburetion Float level setting niet neecia seat Cooling systern (Propelier gear ratio Propelier drive pin ‘Propeter * Santied beth bwer wit, {eontinued) hp @ 4,500 rpm 4,000 to 5,000 rpm 4,100 rpm 4,100 rpm. Part No. 316021 for 4506 4,550 rp. Part No, 317738 for 4536 Beylinder, 2 cycle 180* crank 1-9/16 in, bore x 1-3/1 in, stroke S.28.cu. in. 18.7520 - 0.7515 in. 0.6854 - 0.6849 in. 0.6854 - 0.6849 in. 0.6255 - 0.6250 in. Singhs barrel, float feed, high and low-speed adjustments, manual choke Flush with casting 0.053 - 0.050 in. Use a No, 55 drill as gauge ‘Cantsi-matic (combination positive displacement and centrifugal pump) 17-28 Weedless 12:25 Standard Part No. 316558 4% x 1.234 in, staintess steel Standard 7M in, dia. 6 in, pate Abblade LEXAN or # in. dia. x54 in. piteh, 3 blade, 8x41, x 3 optional Weedless 16% In, dla. x6 in, pitch, 2 blades LEXAN 614 «546 x optional Single lever, synchronized throttle and spark EasA-Matic, self-rewinging Flywheel magneta AC-M@4C, Champion J6J, 14mm. 1969 to 1970 ACMA2K, 345 8.030 in, 174» 2084 fh, 1.020 in. 18 to 0.22 afd,Table 3 Peston ning gap Piston ring groove Cylinder and piston Crankshaft Upper Center Lawer ‘Conmecting rod Piston end ‘Crankshaft end LOWER UNIT Standard Finion and bushing in gearcase Weediess: Drive shaft and bushing in wearcase ‘Gearcese head and bushing assembly Propaliar om shart 1970, 0.006% . 0.0030 1971, 0.0065 - 0.0020 Gearcase bushing ta propeliler shatt 0.008 - 0.005 i 0.0040 - 0.0020 i 0.0020 - 0.0008 i Needle bearings 0.0023 - 0.0013 i 0.0023 - 0.0013 i 0.0011 - 0.0006 i 0.0017 - 0.0007 in. 9.003 -0.001 in, Q.0015:- 0.0005 in, 9.0084 - 0.0020 in, 0,0083 - 0.0023 in. 1969 ‘SPECIFICATIONS AND CLEARANCES —4 HP (continued) 1969, 0.0035 0.0010 1969, 0.0049 -0.0014 9.0022 - 0.0007 in. 0.0067 - 0.0022 in. 0.0055 - 0.003 in, 1969 0.0022 - 0.0097 in, 0.0020 - 0.0008 in. 1871. Flywheel nut Connecting rod screws, ‘Cylinder need screws, Crankeate to cylinder serews— upper, center lower ‘Spark plugs Pll required at propelier shaft to tit ‘up lower anit TORQUE CHART 30-40 Fei, 60. 66 in-Ib, 60 BO intb, ‘60)- BO in.-Ib. LY, = 2044 Fe, 12-15 fb, Note: See Table 9 for tightening tarques of standard screws,Table 4 | POWER HEAD Piste ring pap ‘Piston ring groove clearance Cylinder and piston Crankshaft bushings: SPECIFICATIONS AND CLEARANCES —§ AND 6 nor (eentinued) 5.hp @ 4,000 rpm 6 hp @ 4,890 rpm 6602-6805 3,500- 4,500 rpm 4.150 rpm 2-eylinder, 2-eyete 10° crank 115/16 in, bora x 1-1/2 in, stroke 8.84 cu. in, 0.8085 - 6.8080 in. ‘9.8080 - 0.8075 in. ‘0.085 - 0.BOB0 in. 10,6690 - 0.6685 in. Single barrel, fioat feed, low-speed adjustment Flush with rim of casting Holle size 0.041 in. 0.053 te 0.050 in, Us Gentri-Matic (combi centrifugal pure) 1225 in, dia. «7% in. pitch, 3 blade Single bever, synchromized throttle and spark Manual, sel-rewinding, Flywhee! magneto AGMA2H, Champians JA 0.030 in. 17h - 2014 Meld, 9.020 In. O.1B - 0.22 aid. No. 55 drill as gauge on positive dispiaceme: 0.015 - 0.095 in, 10,0035 - 0.0010 in, 2.008 0.001 in. 0.0029 - 0,0010 in, 0.0028 - 0.0015 in. 0.0020 - 0.0010 ia. 0.010 -0.002 in, 19966-0,007 in. max. @.0010 - 0.0003 in, Nosdie: bearing 1966 0.0010 - 0.0003 in,, roller bearingTabie 4 «SPECIFICATIONS AND CLEARANCES —5 AND 6 HF (continued) LOWER UNIT Gearcase head and propeller shaft 0.0018 - 0.0008 in. Driveshaft 0.0025 - 0.0010 in. Propeller shaft bushing—frartt 0.0020 - 0.0005 in., 1966 6.0020 - 0.0008 in, Propeller hub on shaft 0.0055 - @.0025 in. 0.0033 - 0.0010 in., 1966 TORQUE CHART POWER HEAD Flywheel nut 40-45 tm, ‘Connecting rod screws, 60 - 66 inib, Cylinder head screws 60: 80 ina, Crankase to cylinder screws Upper 60- BO in. Center 60- BO in.-R. Lower 60-89 in-ib, Spark plugs 1744 + 204% Melb, LOWER UNIT Pull required at propelier shaft ‘for tilt wp lower units® 12-15 Ib, Slip clutch propelter 45-55 ftotb. Rote: See Table 9 for tightening torques or standard screws,GENERAL INFORMATION Table SPECIFICATIONS AND CLEARANCES —9.5 Hr GENERAL "Horsepawer 9% hp @ 4,500.epm Operating range 4,000 to 5,000 rp Tap test 4,400 rpm Part No, 379673 Engine type cylinder, 2-cycle, 180" crank Bore and stroke 2:5/16 in, howe « 1-13/16 in. stroke Displacement 15.2¢u. in, Crankshatt size ‘Top journal 0.8125 0.8120 in, ‘Center journal 0.8132 - 0.8127 in, 0.8118 0.8123 in. 1966 Battom journal 8125-08120 Connecting rod crank pin D8La?. 0.8127 in, O.8118- 0.8113 in, 1966 Cooling system Centri-matic (combination positive displacerant and centrifugal pump) thermostatically controlled Carburetion Float toad, low-speed adjustment, and manual choke Float level setting Parallel with face of casting Carburetor oritice plug, Hole size 0.048 in, Use a No. 56 drill as gauge Inlet needle se 0.053 - 0.050 in.Use a No. 85 drill as.a gauge Prapellar gear tation 13:23 Propatier Sblade, 84% in. dia. x Bin. pitch Speed contro! ‘On steering handle, synchronized throttle and spark Gear shift controt Forward, neutral and reverse Starter Manual-selt rewind lenition Flyafieel magneto Spark plug AC-MA2K, Champion J « tam Spark plug gap 2.030 in. Spark plug torque 1PM 2044 fot, Breaker point gap 9.020 in. Condenser O18 -0.22 etd POWER HEAD Piston and wrist pin—toose and 9.0005 - 9.8000 in, Piston ring gap 0.017 -0.097 in, | Piston ring groove clearance 90,0038 - 0.001 in. Cylinder and pistan LODE 8.0038 in 9.0045 - 0.008 in, 166 ‘Crankshatt bearings ‘Upcer Needle bearing, roller bearing Center Needle bearing, rolier bearing Lower Needle bearing, raller hearing (continued) "deaied Keng wrSa Table SPECIFICATIONS AND CLEARANCES —9.5 HP (continued) POWER HEAD (continued) Connecting rod bearings Peston end Erankshatt end LOWER UNIT Gearcase head and propeller shatt Driveshalt—upper Driveshaft—tawer Propeller on shaft Front pear to gearcase Dearing Front gear to front bushing Front gear bushing to propeller shaft Fiesr reverse gear to rear bushing Rear gear bushing to propeller shaft Meedie bearing, roller bearing Needle bearing, roller bearing 0.0020 - 0.0010 in. 0.0020 - 0.0003 in. 0.0030 - 0.0013 in. 0.009 - 0.007 in. 0.0022 - 0.0010 in. Press fit 0.0015 - 0.0005 in. 0.0020 - 0.0005 in. 0.0015 - 0.0005 in. POWER HEAD Flywheel nut Connecting rad screws Cylinder head screws: Crankease to cylinder screws Upper Center Lower Spark plugs LOWER UNIT Side maunts nuts— : upper and lower Slip clutch propeller Note; See Table 9 for tightening torques af standard screws. TORQUE CHART 40-45 Ftolb, $0: 100 in Ib, 866120 in.-tb. 120-145 inwib 120-145 in. 120-148 inp, 174g 204% Melb, 180 = 170 in.-ib, (12-14 ft-lb) 7O tte,SPECIFICATIONS AND CLEARANCES —9.9 AND 15 HP 9.9 hp 8,009 ram 4,500 10 5,500 rom 5,400 mm Reylinder, 2-cycle 180" crank 2.188 in. bore x 1.760 in. stroke 13.20.cu. in, ‘O.B757 -0.8752 in. 0.8125 -0.8120 in. 0.8125 -0.8120 in. 1.06350 - 1.06300 in. ‘Single barrel, float feed, fixed high speed adjustable low-speed, manual choke Identification Number 51 (Check with No. 0.081 dia. drill ‘CAntri-matic (eambination positive diaplacement and centrifugal pump) Thermestatieally controlled 12:29 Supplied with motor A blade, 914 in. dia. «10 in, piten J blade, 10 in. dis. x 5:in. pitch 2 blade woediess 9 in. dia, x 10/in. piteh ‘On steering handie Remate contral availatle Forward, neutral and reverse: ‘Samp flywheel alternator Manual self winding Electric - 12 volt, and rope 55 amps max. Low tension magneto Champion LI7, Mmm 0.030 in. 174 - 20% fab Gap 0.020 in. 0.25 - 0.2900 0.015 - 0.005 in. 0.0035 - 0.0025 in. 0.0005 - 0.0000 in. 0.0053 - 0.0040 in. ‘Controlled by lawer journal bearing (continued)‘Table é SPECIFICATIONS AND CLEARANCES — 9.9 AND 15 HP (continued) LOWER UNIT Propeller shaft in front gear bushing 0.0087 - 0.0002 in. TORQUE CHART POWER HEAD Flywheel nut 45-80 ftab, Connecting rod screw 48-60in.4b. (4-5 rub) ‘Cylinder head screws 145 - 170 ina, (12-14 fb) Crankease ta cylinder screws — 145.170 init upper, center and lower (12-1 fb) Electric starter through belts 30-40 in-Ib, ~ Electric starter pinion wt 150-170 i. tt Spark plug 17M « 2016 fam Manual starter assembly scraw 24-26 Nb. LOWER UNIT Upper mounts (60 - BO inate. 6-7nm) Pilot shaft to steering bracket 60-80 in. screws -7 Rb) Slip clutch propeller 85 ft-lb. min. “Pull at propeller shatt for tilt wp 30-40 ibs. Pull at propeller to ‘overcome reverse lock 100 - 200 ibs. Note: See Table 9 for tightening torques of standard screws. BNET Meg Wm nt,‘Table 7 SPECIFICATIONS AND CLEARANCES — 18 AND 25 HP Operating range Tank test | Engioa tyne Beeband stroke Raton dispiscerment - Crpekshatt size ‘Top journal ‘Center journal Bottom journal Gannecting rea crank pin, Carburetion Float level setting, Carburetor onfice luz Int nescite seat Cooling system Propsiier gear ratio Fropeiler dave pin, Propeller, supplied wei motor Propeller, optional Prepalier, epticnal ] Speed contre | Geers contres ‘Staner ‘Starter amperage draw wnen cranking igetion Spark plug | Spark pase gon ] Sparkpiug torque Breaker port gap Condenser Driver coil resistance POWER HEAD Parton and wnt pin — loose end Piston ring gap Pstoo ring groove clearance ‘Sylindar ang piston Grankehelt bearings Upper Canter Lower 25 hp 5,500 rpm (1 hp @ 4,500 rpmy 5.000 to 6.000 rpm (4.000 to 5,000 rpm} 4.900 rpm 2-cylinder, 2-cyele, 180" crank 21 im. bore 214 in. stroke 22.Deu. in 1.0000 - 0:9995 in. 1.2000 - 0,995 in, 1.0000 - 0.9985 in, 1.0005 - 1.0000 in. Single barrel, flaat feed, low-speed adjustment Parallel to and 1/16 in, above gasket surface 0.072 in, (0.068 far 18 hp) 0.065 - 0.062 in. Use a Na. 92 drill asa gauge Centri-matic (combination positwe displacament and centritugal pump) thermostatically controtied hy Pass syste 221 3/16 «1 25/64 in,, stainless steel 3 blade, in dia. 10 in, pite blade, Gin. dia x in. pitch 3 blade, Fin. dia. x 10 in, pitch weediess Twist grip, sychranized throttle and spark Forward, neutral and reverse L2-volt electric key and automatic rewind rope, manual for 18 hp 120 amperes maximum Low tension magnets Champoan UJ, « tem 0.030 in, 174g + 204g ft, O.020in, 028.025 ytd (0.80 = 0.05 ohm 0.9005 - 0.0090 in. O.017 - 0.07 in. 0.0040 - 0.0020 in. 0.0048 - 0.0038 in, Roller type Needle type Ratler type (cantinuedyPOWER HEAD (continued) ‘Crankshatt end-play Connecting rod bearings Piston end Crankshaft end POWER HEAD Driveshaft — unper Propaller shaft in front gear bushing Gearcase head and propeller shaft Drivesnatt pinion in gearcase Propeller shaft to reverse gear bushing Front gear to gearcass bearing, Rear reverse gear to bushing (continued) 9.023 - 0,009 in. Needle type Needle type Neodie bearing, 9.0015 -0.0005 in. 9.002 - 0.001 in. 0.0025 - 0.0015 in. 0.0015 - 0.0005 in. 0.0080 - 0.0045 in. 9.002 - 0.0005 in, Flywhea! nut Connecting rod screws Eylinder head screws Grankease to cylinder serena Upper Center Lower Starter housing, ‘Spark plug LOWER UNIT Lever to shift red clamp screw Side mounts, upper and lawer nuts Pilot shaft to steering bracket screws Lower mount housing to pilot sshatt screws ‘Slip etutch pronetier Lower matar cover mount nuts “Pull at propeller shatt for tit up Hower units “Pull at propeller shaft to overcome verse leek, TORQUE CHART 40-45 fb, 180 - 186 in.-tb, 96 - 120 intb. 110-130 i-th, 120 - 130 in-Ib. 110 - 130 in-tb. 96-120 inlb, (B+ 10 ft.) 17M «2044 fb, 50-60 nibs (5 +7 fob.) 150-170 in, (12 « A fot) 4-108 ini. (7-9 ft) 170 = 1990 inl, (14 - 16 ft) 90 Nb. 72-96 int. (6 - 8 ft-lb.) 30-35 tbs. 200 - 240 tbs. Note: See Tabie 9 for tightening torques. of standard screws.INFORMATION Table & SPECIFICATIONS AND CLEARANCES —33 HP | Grakshatt sce ‘Top juenal Center journal Bottom journal Be Ceerecting rod crank pin Cartereboo Float level setting, Inlet needle seat | Cooling system ‘Propallar gear ratio Propeller Frogeligr options, ‘Speed control ear shift antral | Starter Ugretion Spark plug Seark plug gap Seark plug torque Breaker point pap ‘Condenser POWER HEAD. Aston ning gap Fiston ring grouve clearance ‘Paton pin to piston — loose end ‘Syfinder and piston Crankshatt end-play LOWER UNIT Driveshaft — upper Propeller shatt in trant gear tushing 39 hp w 4,500 rpm 4,000 ta 5,000 rp 4,400 rpm ‘Zeyfinder, Z-cycle, 180° cramk 1/16 in, bore 2% in. stroke 40.Scu. in, 1.2500 - 1.2495 in, 1,000 -0,9998 in. 1,000 0.9995 in 1.1828 - 1.1823 in, Single barrel, flost feed, high and towspeed adjustinents, manual or electric choles Flush with rim of casting 0.065 - 0.062 in, Use No, 52 drillas a gauge Centr matic (combinaton positive displacement and centrifugal puerip) 12:21 3 blade, 10% in. dis. «12 in. pitch Sbiado, 10% in. dea. x 11% in. pate ‘Slade, 10% in. dea. # 14 in, piteh B blade, 1024 in. diac 13944 in. pitch Knot on steering bracket or remote control Synetwonized thrattle and spark Fornard. neutral, and reverse ‘Ski Twin — Simplex seif-wincling spring Shi-Twin Electric — Electric Fiyaneat magna AC Ma2K, Champion J4J, Lamm 8090 in, 1PY, - 2045 As 9.020 in. 0.25- 0.29 afd 0.017 - 0.007 in. 0.007 - 0.0045 in. 0.0006 - 0.0008 in, 0.0045 - 0.0030 in. 0.011 6.003 in, Roller 0.8020 - 0.0010 in. (eontinuedTable 8 LOWER UNIT (continued) Rear reverse gear to rear bushing Rear gear bearing ta propeller shaft Propeller on shaft at drive pin hole Propelier on shaft — abowe the SPECIFICATIONS AND CLEARANCES —33 HPF (conunve., 18,0020 - 0.2005 in. 2.002% - 0.0005 in, 8.097 -9.003 in, shoulder 0.0060. 0:0034 in, TORQUE CHART POWER HEAD Flywhas! nut 100 105 Feb. Connecting rod screw 348-972 intb, (29-31 fhtb) Cyendar head screws 168-192 inIts Crankcase to cylinder screws Upper and lower 150-170 in.ib. Center 162 188 in.ib, Spark plu, 174g - 20% fA. Starter housing screws ‘Side mounts — upper and lower nuts 150 Front mount — upper nut Pilot shatt to stearing bracket 96 - 120 inob, (8 - 10 ft.-tb) 170 ina, (12 + 14 Ft) 240 - 320 intB, (20 - 26 FB) 120 - 140 ini (LO - 12 tba) Slip clutch propailer 185 - 255 Mb, “Pull at propeller shaft for tit un lower units 30-40 Ibs. ‘*Pull at propalier shaft ta ewercome reverse lock 260 310 tbs. Note: See * Btaodard Fengih lower wet. ble & for tightening torques. of standard screws, Table 9 STANDARD SCREWS (TYPICAL TORQUE VALUE) Foot-Pourds No, 6 7-10 No, & wid No. 10 25-35 2-3 No. 12 35-49 3-4 Main. 60-80 s7 5/16 in. 120-140 qo-12 in. 220-240 18-20 Never tighten a screw completely if it is fn & part with 2 or mare screws. The pressure fon one side can cause distortion and leakage Possibly resulting in damage. This is especially eritical on thereylinder head and gear ca: To avold such warping, tighten ach screw down in thirds until all are tight. In other wards, if the teeque i ft-lb, then tighten each screw to 3 fib, then ta 6 ftolb,, and finally to Mlb, Retorque spark plugs, cylinder Need and gear case screws after the first 15 minutes of running time.CHAPTER TWO LUBRICATION, PERIODIC MAINTENANCE, AND TUNE-UP ‘The 3 parts of this chapter prescat procedures necessary for maintaining maximum economy, [peeformance, and dependability, Periodic per- formance of lubrication items will coincide with gome maintenance periods; similarly, engine “tune-up periods coincide with lubrication and Maintenance perinels, Ideally. all lubsicstion and maintenance items should be performed when is fime for engine tune-up. Lubrication anc maintcnance intervals are identical for all models, See Table 1 for lubrica- don paints. Cheeks should include cleaning and fightening as well as inspection for unscheduled Maintenance or repair. Manufacturer's recom- mended maintenance intervals for seme items ‘might passibly be performed less frequently if experience so indicates. It is cugpested, how- ever, that recommended intervals be followed until the effects of local exvironment and use indicate increased of reduced frequency The capacities shown for cach madel are typical. Minor improvements and changes in parts configurations have occasionally raised or lowered various ca + fora group of engines independent of model designation: therefore, fluid levels should always be confirmed by a visual check, Tune-up specifications and torque values are presented at the end of Chapter One, Operating principles of piston port 2-stroke engines are discussed in this chapter Engine Operation Figures 1 through 4 illustrate the operation of a piston-port engine, This engine is similar to a fotary-valve type, except that intake valving is accomplished by the piston rather than by a valve rotating with the crankshaft. During this discussion, assume that the crankshaft is ro- tating counterclockwise, Tn Figure 1, as the piston travels downward, ing port (A) between the crankcase ler is uncovered, The exhaust gases leave the cylinder through the exhaust port (B), which is also opened by the downward move- ment of the piston. A fresh fuel/air charge, which has previously been compressed slightly, travels from the crankease (C) to the cylinder through the scavenging port (A) as the port ‘opens. Since the icorning charge is under pres- sure, it rushes into the cylinder quickly and helps to expel the exhaust gases from the previous cycle. Figure 2 illustrates the neat phase of the cycle. As the crankshaft contiques te rotate, the piston moves upward, closing the exhaust and scavenging ports. As the piston continues up- ward, the air/fuel mixture in the cylinder isPart Labricant Tilt reverse fock lever OME Sea-Lube anti-oacrasion hibe ‘Gamp sesew threads ONC Sea-Lube anti-corrmsion tube ‘Thratte shafe nears OREO Seo-Lube anti-carvesion lube ide speed aguster Magnets linkage Waneal starter spring ‘Chobe ‘OMC Sea-Lube anticorresion lube ‘Cartutetor likens ONC Ses-Lube at-corresion lubs ‘ShiR Never detent OME Ses-Lube aet-rorresion lub ‘caarcase ‘OMG Sea-Lube gearease lube 139 02) Bectrle starter pian Lubviplate 777 she Mone cover latch lever OBC Sea. Lebe antl-carrasion Bubs ‘Save Drache (OME: Sea Lube anti-carrmsion tube compressed, Notice also that a low pressure area is created in the crankease at the same time. Further upward movement of the piston un- covers the intake port (D). A fresh fuel/air charge is then drawn into the crankease through the intake port because of the low pressure created by the upward piston movement, The third phase is shown in Figure 3, As the piston approaches top-dead-center, the spark plug fires, igniting the compressed mixture. The piston is thenedriven downward by the ex- panding. gases. When the top of the pision uncovers the exhaust port, the fourth phase begins, as shown in Figure 4. The exhaust gases leave the cylinder through the exhaust port. As the piston com tinues downward, the intake port is closed and the mixture in the crankcase is compressed in preparation for the next cycle, It can be seen from the foregoing discussion that every downward stroke of the piston is a power stroke. LUBRICATION Interval The level of oil in the lower unit should be checked at the end of the first day of operationor after 10 hours, whichever comes first, and after every § days of 50 hours thereafter. Drain the unit every 10 days, 100 hours, or every season, as use dictates. Add OMC Sea-Lube Premium blend lubricant (or equivalent) to the crankcase to bring the level up to vent or om LEVEL plug. MAINTENANCE, AND TUNE-UP One-Cylinder Engines Remove the on. DRatN/FILL pllug and gasket from the side of the: gear case. Turn the engine onte its side and allow the oil to drain out. It's best to perform this operation while the engine is warm to eliminate all oil. To refill, tun the engine rightside up and pump in oil through the oft, ORam/ ert. hole. Bring the oil up to the level of the hole. Jiggle the engine slightly to release any trapped air and recheck oil level, Two-Cylinder Engines Remove the plugs and gaskets marked ont DRAIN and ott. LEVEL from the side of the crankease. See Figure 5. Position the engine with the propeller shaft in a horizontal position. Allow the oil to drain completely. It’s best to warm the engine first so that all of the oil is thin enough to drain completely. To refill, pump oil into the om. DRATN hole until it shows in the om LeveL hole, Fill the case slowly to avoid creating any air pockets Figgle the engine after filling to eliminate any mir pockets and top off, ® i ewe (i esin and ftENGINE LUBRICATION A. conventional 2-stroke engine cannot re- eive its entire lubrication from an oil supply 1 the crankcase. Oil splash in the crankcase vould be carried into the cylinder with the ael/air charge, resulting in high oil consump- on and spark plug fouling. These outboards se the following method for engine Iubrication, ‘wel/Oil Mixture In this system, lubricating oil is mixed with ve fuel. The oil is then carried to the piston and ylinder with the fuel mixture as it is drawn into ve engine. This system has an inherent dis- dvantage, Since sufficient oil must be mixed ‘ith the fuel to meet the maximum lubrication squirements of the engine, the engine will re= eive excess oil when lubrication requirements re minimal, such as at idling. ‘The only fuels recommended for outboard, 2- troke motor use are marine, automotive white, nd aircraft gasolines of 90 octane or greater, he engine is extremely sensitive to changes in il or gasoline types. Optimum performance can nly be realized through consistency. Never use any more (or less) oil in the fuel tix than 1 ratio of gas to oil. Too little ofl sults. in insufficient lubrication, scoring of ylinder walls, overheating, and eventual de- ‘ruction. Too much oil results in plug fouling, noking, carbon buildup and poor performance. CAUTION Never use an oil which Aas detergent. The detergents ate basically bitmof metallic partictes which cam buifd-up on the piston and caucte overheating and pre-detonation. Never use addl- fives or “boasters.” Never use gasoline which has been stored for reat periods of til it contains substances vhich will turn to gum if stored too long. These leposits can cause carburetion problems and park plug deterioration. Always drain the fuel tank and carburetor if he engine is to be stored. Don't be alarmed if the engine smokes ex- essively after having been stored for a few weeks, or even days, or after filling the tank with fresh pre-mix, The oil tends to settle out of the gas or will remain on the bottom of the tank if not mixed properly. This coukd cause problems since. as the fuel is used, the mixture will “Jean out" and not lubricate as well as it should. Drain the tank into a suitable container and discard if old or resmix if still fresh. WATER PUMP/COOLING SYSTEM ‘These engines rely on a variable volume Pump and, in some instances, a thermostat to control and reduce engine heat. The system works in some degree to that of an automobile and should be treated with the same respect if Jong engine life is expected. Proper functioning can be determined if a steady flow of water discharges from the idle relief holes near the water line while the engine is idling. Sce Figure 6. If there isn't any flow, stop the engine immediately and check for the problem. Don’t restart the engine until the situ- ation is rectified or permanent damage will re= sult. Check and clean the discharge holes with a fine strand of wire,LUBRICATION, PERIODIC MAINTENANCE, AND TUNE-UP ne MOVING PARTS LUBRICATION (EXTERNAL) Trwould be ideal to be able to check oll and fluid levels and electrical equipment on a daily basis as operated. Such frequency is impractical, but every fuel stop should include at least the following checks for maximum reliability and performance: engine oil level, battery electro- Iyte level and evidence of Jeaking. In addition, the following points should be lubricated as indicated in Table 1: tilt reverse lock lever, idle speed adjustment, magneto linkage, starter drag spring, shift lever detent, carburetor linkage, choke, gearcase, starter pinion, swivel bracket, and motor cover latch. The lubrication functions can be performed as infrequently as 60-day intervals in fresh water but salt water running increases this need to a maximum of 30 days. Experience and observa- tion will indicate the frequency required by your operating conditions. FUEL MIXING The fuel of a 2-stroke engine is critical to performance and reliability since the fuel also carries lubrication to the power head. You should know the correct amounts of oil and gas to mix and the proper method. Always start with fresh gasoline of 90 octane ‘or higher, Pour this into a separate gas can (not the tank) through a fine mesh copper sereen or cheese cloth to remove any impurities. Pour ¥4 of the gas to be used into the gas can and add oil 19 a 30:1 ratio of gus to oil. Replace ‘the gas cap and tilt the can from Side to side to thoroughly mix the two. See Figure 7, Add more gas and oil and repeat the mixing. A few simple tilting motions of the can will sufficiently mix the gus in warm weather above 32°F. Be- Jow 32°F, shake the ean vigorously. If the engine is not run for a few days, shake the fuel tank to mix any oil which may have settled to the bottom. Never use mix which has been stored for long periods of a mix of un- known ratio, Fuel and oll can be mixed at the Pump on boats with built-in tanks. Sec Figure 8. CAUTION Never use additives to boost the par or to otherwise enhance she fuel. Two- uroke engines could be damaged, WARNING Never store the pax in a living area. Never smoke near she container and avoid any sparks, Shut of the engine while refueling. Gasoline fumes ina confined area can be as damaging and dangerous axa bomb. TUNE-UP PROCEDURE ‘When a motor seems to be in need of a tune- up, the following guide will be helpful. Check the motor carefully and begin a systematic tune-up. Consult Chapter Three for trouble- shooting any suspected malfunction, Any thorough tune-up should also include a check of the power head and complete Iubrica- tion of moving parts. The first 4 steps of the following procedure may be skipped during a minor tune-up if the components listed are known to be in good shape from a previous overhaul. Complete, detailed procedures are in- cluded elsewhere in this manual. 1, Remove the exhaust cover and cylinder head. 2. Slowly rotate the flywheel and check for scored eylinder walls, cracked rings, carbon de- posits, and excessive wear, Correct as necessary.3. Clean carbon from the piston crown and cylinder bead being careful not to deform the piston or alter its shape. 4, Surface the cylinder head, 3, Inspect, clean, and regap the spark plugs as needed, 6, Inspect the battery, condenser, points, coil, and all wiring. 7. Inspect the carburetor, especially the choke. For complete overhaul, see the Fuel System chapter (Chapter Four). 8, Inspect the fuel filter and shut-off valve. 9. Synchronize the carburetor linkage with the magneto. 10. Adjust the carburetor high- and low-xpecd needles and set idle. 11. Check the propeller for damage. 12, Drain and refill the gearease and lubricate all moving parts. 13. Tighten all serews, nuts, and bolts to the torque value as specified. 14. Check operation of cooling system and operating temperature. BATTERY All models use the same 12-volt ybattery, Refer to Figure 9 for battery construction. Table 2 gives specifications, Battery electrotyte level should be checked regularly, especially in hot weather. 1. Separator plate 2, Cathode plate 3, Separator piste Voltage Capacity Charging current Specific gravity of electrolyte when fully charged) av 7FOAh (at 10 hour rate 1.08 1,260-1.280 mt 2O°C(68*F) | Removal 1. Remove the retaining strap. Disconnect the ground, or negative (—) cable first, then 0 positive (4) cable. 2. Lift the battery from the mounting, no the location of the terminal covers, mo pads, and vent tube for reinstallation later, Safety Precautions When working with batteries, use extreme care to. avoid spilling or splashing the electrolyte, This cleetrolyte is sulfuric acid, which can destroy clothing and cause serious chemical burs. If any electrolyte is spilled or splashed on clothing or body, it should immediately be | neutralized with a solution of baking soda and ‘water, then flushed with plenty of clean water, WARNING Electrolyte splashed into the eyes is extremely dangerous, Safety lastes should always be worn when working with batteries. 1} electrolyte is splashed tate the exe. eal! a physician immedi- ately, force the eye open, and flood with cool, clean water for about 5 sairuates, If electrolyte is spilled or splashed onta painted or unpainted surfaces, it should be meu- tralized immediately with baking soda and water solution and then rinsed with cleam water, 4 ‘When batteries are being charged, highly ex plosive hydrogen gas forms in each cell. Someat | this gas escapes through the filler openings and | may form an explosive atmosphere around tht battery. This explosive atmosphere may exist for several hours. Sparks, open flame, or a lightedLUBRICATION, PERIODIC MAINTENANCE, AND TUNE-UP ‘cigarette can ignite this gas, causing an internal ‘explosion and possible serious personal injury, ‘The following precautions should be taken to prevent an explosion. 1. Do not smoke or permit any open flame near any battery being charged or which has been recently charged, 2. Do not disconnect live circuits at battery terminals, because a spark wusally occurs where a live circuit is broken. Care must always be taken when connecting or disconnecting any battery charger; be sure its power switch is off before making or breaking connections. Poor eonnections are a common cause of electrical arcs which cause explosions. Batiery Inspection and Service 1, Measure the specific gravity of the battery electrolyte with a hydrometer. 2. The specific gravity is calibrated om the hydrometer float stem. 3, The reading is taken at the fluid surface level ‘with the float buoyant in the fluid (Figure 10). 4 If the reading is less than 1.20 with the tem- perature corrected to 68°F, recharge the battery (sce Figure 11). §. Ifany cell electrolyte level is below the lower mark on the battery case, fill with distilled water to the upper mark. 6. Replace the battery if the case is cracked or damaged. Corrosion “on the battery terminals causes Ieakage of current, Clean them with a wire brush or with a solution of baking soda and water. 7. Check the battery terminal connections. If corrosion is present, the connection is poor. Clean the terminal and connector and coat with Vaseline and reinstall. 8. Vibration causes the corrosion of the battery plates to fake off, forming a paste on the bottom (see Figure 12). Replace the battery when the paste builds up considerably. Batteries are not designed fer high charge or discharge rates. For this reason, it is recom- mended that a battery be charged at a rate not exceeding 10 percent of its ampere-hour capacity. That is, do not exceed 0.5 ampere charging rate for a $ ampere-hour battery, or 7.5 amperes for a 15 ampere-hour battery. ‘This charge rate should continue for 10 hours if the battery is completely discharged, or until specific gravity of each cell is up to 1.260-1.280, corrected for temperature. If after prolonged charging, specific gravity of one or more cells docs not come up to at least 1.230, the battery ‘will not perform as well as it should, but it may continue to provide satisfactory service for atime.Some temperature rive is normal as a battery is being charged. Do not allow the electrolyte temperature to execed 110°F_ Should tempera- ture reach that figure, discontinuc charging until the battery cools, then resume charging at a lower rate. If possible, always slow-charge a battery. ‘Quick-charging will shorten the battery service life. Refer to Tablle 3. Ifa quick-charge is used, the rate should be no more than 2.0Ah. 1, Hook the battery to a charges by connecting the positive lend te the positive terminal on the ‘battery and the negative lead to the neg: terminal. To do otherwise could cause severe damage to the battery and could result in injury if the battery explodes, 2. The electrolyte witl begin bubbling, signi- fying that explosive hydrogen gas is being re- leased, Make sure the area is adequately venti- lated and there are no open flames. 3. Tt will take at least 8 hours to bring the bat- tery to full charge. Test the electrolyte period- ically with a hydrometer to see if the speci gravity is within the standard range of 1.26 to 1.28. If the reading remains constant for more than an hour, the battery is charged, See Table 3. Installation 1, Wash the battery with water to remove spilled clectrolyte. Coat the terminals with Vaseline or light grease before installing. 2. When replacing the battery, be careful co route the vent tube so that it is not crimpecl, ‘Conmect the positive terminal first, then the negative one, Don't overtighten the clamps. 3. Remeasure the specific gravity of the electro lyte with a bull hydrometer, rending it as shown. Magneto Operation Figure 13 illustrates a simplified magneto system of the type used on these motors. Mag- nets move past an ignition source coil, as the fiywheel rotates, inducing current within the coil. Breaker points are opened by a cam, attached to the crankshaft, just as the piston reaches firing position, As the points open, energy is trans- ferred from the source coil to the ignition cail, a form of transformer, where it is stepped up to Table 3 BATTERY CHARGE Normal Charge: ‘Charge Charging O.8ah E.G Ah mazinum Current Fate (Checking for 1) Specific gravity: 1260-1280 (1) Specific grawity: 1.260-1.280 main. full change (20°C, 68°F) maintained ‘Unined at 20°C (68°F) const (2) Voltage: When large volume of gaa (2) O.2AR-0.6Ab is emitted from the battery (in By this mathod, a battery with duration 1.226.at 20°C (68°F) will be fubly charged in apnreiimataty 13.13 hours Remarks (3) 7.5¥8.3¥ at terminals, checked with waltmeter Specific Gravity of electralyte below about 2.3 hours for fully discharged battery) reduce charging rate to 0.24 (3) Battery is fully changed when a voit: age of 7.5V is maintained By this mathod, battery with specific: gravity of electrolyte below 1.235 at ‘20°C (68°F) will be futy charged in appronimately 1-2 houre When required, the quick chaeging mathed may ke used, however, the reo commended charging current rate should be under 2.04N, PERIODIC MAINTENANCE, AND TUNE-UP required to jump the spark plug This process recurs once every (of a3 much as 9,000 times a minute. that all components are func- erly and timing is correct for max- ¢ efficiency at these speeds, SPARK PLUGS are available in various heat or colder than the plug originally the factory. ‘of a heat range designed for the temperature conditions under whieW in mun. Use of incorrect heat ranges seized pistons, scored cylinder walls, d piston crowns, tse a lower-numbered plug for Jow loads, and low temperatures. numbered plug for high speeds, foads, and high temperatuies. + Use the highest numberest plirg that will mot foul. In areser where s0a- ena! temperature variclions sire reat, the factory recommends a high-muwn- bere pluy for slower winter operation oh (length) of a plug is also important. than normal plug could interfere with ‘causing permanent and severe dam- to Figures 14 and 15. logs sqaick and simple test can be made to deter e if the plug is correct for your type of use hard and maintain a high, steady speed. Shut the throttle off, and kill the engine at the same time, allowing the boat to slow, out ‘of gear. Don't allow the engine to slow the boat. ‘Remove the plug and check the condition of the electrode area. A spark plug of the correct heat range, with the engine in a proper state of tune, will appear light tan, See Figure 16, If the insulator is white or burned, the plug is too hot and should be replaced with a colder ome, Also check the setting of the carburetor for it may be too lean. A too-cold ping will have sooty deposits ranging in color from dark brown to black. Re- place with a hotter plug and check for ton-rich carburetion. If any one plug is found unsatisfactory, discard the set, Removal/Instullation Remove and clean the spark plugs frequently, Electrode gap should be measured with a roundNoermal plug appearance noted by the ewan to ton deposits and slight electrode wear. This (Mug indicates the caret pg Beat rare and Dproper ait fuel catia. Carton fucling distinguished ty dry, tufty black arbor deposits which may be caused by at ove ich air-fuel misture, excessive hand choi sdogend sir Pater, we nacenniv idling, ‘8 focling indicated ty met, nly deposits caused by ‘too revch oil in the mix. A batter peg tempararily reduces all dapasie, ht plug that be bea hol ne o preigntion and possible engine damage. ‘Spark Plog condition pooten coerieny ef AE Roark Pg Divison, Geeeval Matera Grpertion fed. brows, yellom, and white cuatiogs caused by tual and oil additives, Such additives stood nat be used oF damage will resut Shiny yotow ae ivulator come ts caused when the powdery deposits from fuel and oll additives seus during hard acceleration afer ing. This glare conducts eieciicty end yA the Mu. Avoid the use of addves al al tines ‘Dvesheateg plug indicated by bummed or bllstered insulator tip and badly woen electrodes. This condli- tion may ta caused by preipnibon, costing system sdafects, aan air Tuel fom octane teal or goat advanced ignition timing | |n heat and corrosion can cause the plug Jn the head making removal difficult. e farce: the head is easily damaged. ‘the proper way to replace a plug. low out any debris which has collected in esk plug wells. It could fall into the hole use severe: damage. ly remove the spark plug leads by pull- out on the cap. Don't jerk the wires [on the wire itself, ply penetrating oil to the base of the plug it to work into the threads. vout the plugs with a socketithat has a ‘insert designed to grip the insulator. Be ‘NOt to drop the plugs where they could Jodged. Clean the seating area after removal and graphite to the theeads to ainplify future the tips of the plugs with a sandblasting some gas stations have them) or with ‘brush and solvent. 5 use a new gasker if ald plugs are to ed after cleaning. n the plug in finger-tight and tighten ‘4 j tore with & wrench. Further tightening ten the gasket and cause binding. PERIODIC MAINTENANCE, AND TUNE-UP NOTE: A short piece of ful fine cam be used vo install the plug initially im areas where space is a problem. CONDENSER (CAPACITOR) ‘The condenser (capacitor) is a sealed unit and requires no maintenance. Be sure the connec tions are clean and tight, The only possible proper test is to measure the resistance of the insulation with an ohm- meter, The value should be 5,000 ohms. A make-do test is to charge the capacitor by hook- ing the lends, or case and lead, to a battery Alter a few seconds, touch the leads together, ‘or lead to case, and check fora spark, as shown in Figure 18. A damaged capacitor won't store electricity or spark ® Most mechanics prefer to diseard the con- densers and replace them with new ones during engine tune-up. BREAKER POINTS Check that the insulation between the breaker ‘contacts and the contact breaker base is mot defective. A short-circuit will prevent the ‘moter from running. To test for this condi- tion, disconnect the wire'or wires on the points, and with the points still blocked open, measure insulation resistance between the movable point and @ good ground, using the highest range on ihe chmmeter. If there ig any indication at all on the ohmmeter, the points are shorted. Contact surfaces may become pitted or worn from normal use, See Figure 19. If they are not too damaged, they can br dresed with a few suokes of a clean point file. Do not use sand-paper, as particles may remain on the points and cause arcing and burning. If a few strokes of a file don't smooth the points completely, they ‘will have to be replaced, Oil or dirt may get on the points, resulting in premature failure. Common causes for this con- dition are defective crankshaft seals, improper lubrication of the rubbing block, or lack af care when the crankease cover is removed and replaced, If the point spring is weak or broken, the points will bounce, causing misfiring at high speeds. Adjustment—1.5-2 hp: (Strabe Light Method) 1, The magneto must remain on the motor but the flywheel should be removed for, proper adjustment. 2 Rotate the crankshaft by hand until the breaker arm rests on the high point of the com (points full open), Rotate the crankshaft in a clockwise direction only to avoid damaging the water pump impeller. 3. Loosen the locking screw and tum the eccentric screw to produce a gap of 0.021 in, at the points as shown in Figure 20, Tighten the locking screw while holding the adjuster stable, Recheck the gap to make sure it hasn't shifted, New points should be gapped to 0.022 in. to "provide for initial seating, Cheek the gap of new points after a few hours of running. 4. Check the flywheel and crankshaft tapers for aicks, burrs, of traces of oil, Clean these with solvent and blow dry if necessary. Don't allow solvent to enter the oiler wick. 5. Replace the flywheel and check fer proper spark. Lay the spark plug against the engine case to provide a ground and keep the electrode about 4 in. away. Don't touch the plug with your bare hands while conducting the Rotate the engine and mote if there i ssa spark accompanied by a sharp cracl If so, the system is good. If not, chick os seribed in Electrical section of Chapter 6. Screw the spark plug back into its bole at reconnect the high tension lead. Make sure: ‘connection is firm, Check the Spark Plug so cof this chapter for more details on spark p and their installation, 7. Start the motor and set the idle to 1,000/rpm, ‘Hook up a timing light, follow instructions »vith t, and make sure that the flywheel mark lines up between the 2 marks om the arma ture plate, See Figure 21. Adjustment —1,5-2 hp (Static Method) 1. The magneto must remain on the motor and the flywheel shouki be removed for proper adjustment. 2, Disconnect all leads from the breaker poist assembly. Connect meter or test light between the forward breaker point terminal and the breaker plate as shown in Figure 22. If a state timing light or meter is unavailable, proceed as outlined im the adjustment sequence using &@) MAINTENANCE, AND TUNE strobe light. Naturally a strobe won't be used but Steps 2 through 6 are applicable to this procedure. The strobe is used to double check the setting and the points m ely 3. Connect special timing fixture No, 376969 onto the crankshaft as shown in Figure 23. Rotate the crank clockwise until the mark “T™ js aligned with the first of 2 m: the armature plate. 4, Move the pi id forth until the precise instant that the points open is deter- This point should be between the 2 marks on the armature plate and will be indi cated by the light or meter. (Some mechanics now use “buzz boxes” to produce an audible tone instead of a light when the points open.) 5. Adjust the points until the timing is correct See Figure 24. If new points are installed, set the timing for the points to open at the first mark to allow for initial seating and wes 6, Recheck timing as previously described in Steps 3-5. ‘Check the flywheel and crankshaft tapers for nicks, burrs, of traces of oil. Clean with solvent if needed being careful to avoid the oiler wick. re accu ks 0 rer back mined9. Screw the spark plug back into its hole and reconmect the high tension lead. Make sure the connection is firm. Check the Spark Plieg section of this chapter for more detailed information ‘on spark plugs Aufjustnent (3 through 33 hp Engines) ‘The static and jusiment procedi be light breaker point ade ares outlined previously for the 1.5-2 hp engines applies to the rest af the engines in the line. The only difference i that 2-cylinder engines haw of poings, plugs, coll, etc. To time these engines, it i NECESSATY 10 Folate the crunk clockwise 180 and repeat the entire adjustment procedure, When using a strobe light, wait until the second set of points have been sct before stare ing the engine te check the tim Some of the larger engines come equipped with a srr rk cast on the cam, This i simplify the task of finding the spot where the rubbing block rests on the highest point om the cam. Place the rubbing block between the lines straddling sey mark. See Figure 26. &. Replace the flywheel, reconnect the wires to the points, and check for a proper spark, Lay wine case to provide a ground. See Figure 25, Keep the electrode 44 in, fram the ground point. Don't touch the plug with your bare hands while conducting this test or you will receive a severe shock, Rotate the engine and note if there is a fat, blue spark and foud cracking ne eck the Electrical System portion of Chapter Three. SHIFT LOCK STOP Adjustment 1, The shift lock stop regulates the cnginc spend in neutral and reverse gear to avoid over revving and possible engine damage, It is m= tached to the shift Jock lever and hub assembly by 2 serews as shown in Figure 27 2. Full power should be ble in forwant gear. High speed for newtral should be justLUBRICATION, PERIODIC MAINTENANCE, AND TUNE-UP veer above 3,000 rpm and well below 4,000 rpm. The speed range for reverse should fall be- tween 2,500 and 3,300 rpm. If adjustment is findicated, loosen the 2 screws shown in Fig- re 28 and move the stop fore or aft until the specified speed is achieved. Tighten the screws and recheck rpen to make sure that it falls within accepted limits. Safety Switches If the motor is im neutral and the shrotthe is suddenly shut off, then the crankcase vacuum may become absormally high. When this occurs, it will cause erratic carburetion and excessive rpm possibly damaging the engine, The safcty switch can sense this sudden, irregular condi- tion ond will short out the plog until the speed decreases. Occasionally this switch will need adjnetmont as catlined below. 1. Hook an ohmmeter or test light to the switch leads. 2. Adjust the switcHon its bracket so that the meter shows continuity, closed circuit, when the plunger is on the midpoint oA the slope of the shifter lock stop as shown @ Stop shitter lock / tena plate assembly fe @Motoe DS5 On cylinder for guiding shifter lock The safety switch should be adjusted to make contact when tha shifter lack stap On the armature plate assembly i placed in the proper dimensional relationship with the shifter lock guide box on the 3. If the switch doesn’t work, check the vacuum hose at the manifold for leaks. Also remove the hose and check the manifold hole with a No. 76 drill, 4, Connect a test light between the switch ter- minal ground. Alternating vacuum and pressure will indicate that the switch is working properly. 5. If switch functioning is erratic, disasscmbie the unit and inspect the diaphragm and contacts See Figure 30, 6. Repair or replace any parts as needed and reassemble. NEUTRAL START SWITCH (9.9-15 Horsepower) Adjustment The neutral start switch adjustment is possible only if the manual interlock cam, lockout lever, and hub adjustments are correct. If these have been disturbed, adjust, Then proceed to adjust switch as follows. 1, Shift into neutral. Disconnect red starter motor wire, 2. Connect a continuity light beiween the red starter motor wire and red battery cable,cur.ouT SWITCH GROUP 1. Cutout bedy and mippile 7. Teting 2 nut 8. Screw 3. Locknat 9 Spring 4 Wester » 10, Diaporagm and peste 5. Washer . Gasket G. Washer “Adapter 3, Press the starter button. The light should light with gears in neutral. 4, Shift 1 forward and reverse. The light should go out. $. Remove and swing fuel pump out of the way. Loosen switch screws, 6, Center the plunger on the switch with the lobe on the lockout‘lever (gearshift in neutral) and rise the switch to depress the plunger be- tween 0,090 to 0.150 in. (3/32-5/32 jn.), ‘Tighten screws. Press the starter button and the continuity light should light. Shift into forward and reverse. The light should go out befare cngaging forward or reverse. DECARBONIZATION After an engine bus been run for many hours it will probably require the removal of carbon from the piston crown and cylinder head. The bbest way to detect this need is if the engine has shown progressively worsening preignition or aLUBRICATION, PERIODIC MAINTENANCE, AND TUNE-UP gradual Joss of power, Several new products are now being marketed te allow the “lazy man's” approach to decarbonizing without the nced of tearing the engine down. These products will not be as thorough, but can be used. periodically. The procedure for their use is as follows. 1, Stare and warm the engine t normal oper- ating temperature. 2. Slowly pour 10 ounces of cleaner into the carburetor with the engine running at a fast idle of 1,500 rpm. 4. Slowly increase the speed of the engine and. ‘sill it by dumping in the remaining liquid, 4. Let the engine stand for 44 hour with the liquid still in the cylinder. 3. Start the engine and run it at full throttle, ender load, for at least five minutes to clear out the system and remove the last traces of fluid. If this fails to completely decarbonize the cyl- inder then you will have to remove the head as outlined in Chapter Six, WINTER STORAGE If fuel is Jefe im the engine during the winter it can become gummy and seriously shamper performance or cause expensive repair bills. Likewise, water left in the cooling system could cause excessive corrosion, or freeze and expand, cracking engine components, The following pro- cedure showid be followed for safe winter siormge and fewer maintenance problems in the spring. 1, Check and replace the oil in the crankcase. Used oil could contain harmful ackts, 2 Start and warm the engine, Run it at ball throttle and stall with approximately 2 ounces af rust preventative all injected in the carbu- retor. In epring, the plugs should be cleaned or replaced since they will have been fouled by oil. 3. Drain the fuel tank of any fuel mix and {itl with a few ounces of engine oil, Swizzle the oil around to coat the tank walls and drain off the ‘excess. In springtime this little oil will mix with the gas and be unnoticed but will prevent rust from forming during storage. 4. Drain the carburetors and fuel lines. 5. Drain the cooling system as previously deseribed. ‘6, If the engine is to be stored on the boat, tilt it back so that the prop and any part of the engine is clear of the water. 7. Purchase or fabricate a cover to keep mois- ture and dust off. Never use plain plastic sheeting for this purpose. Plastic can't breathe and will trap moisture, promoting rust and mildew, 8, Disconnect the negative terminal of the bat- tery and make arrangements to charge it at least once a month. If the battery is allowed to dis- charge completely, it will never bold a charge satisfactorily. FUEL PUMP Refer to Chapter Four for service procedures for the fuel pump. FUEL FILTER Even the most minute particle of dint can cause carburetion problems if caught in ane of the jet orifices, All engines are equipped with filters to trap dirt particles. This screen should be checked and cleaned periodically. The best time is af the beginning of each day's running. It should become a habitual part of other main- tenance. On one-cylinder engines, the filter is located inside the fuel tank and is a part of the con- hector. Below the filter is a fuel petcock. ‘On 2-eylinder engines, the filter ix located on the fuel pump. Replace the gasket after cleaning to climinate any chance of leakage, Refer to Figure 31. DESALINIZATION (8ALT WATER RUNNING MAINTENANCE) Prolonged running in the ocean will even- tually lead 1 a buildup of salt and minerals around the water jackets and in the cooling sys- tem passages. These deposits ean build up to the point that cooling water is completely shut eff. The result will he the destruction af the engine. The engines are treated to minimize rusting but total neglect negates this precaution, The fol- lowing steps should be performed regularly twFuel pomp mesernbiy Gasket iter server . cap . Saree . Woe , Clamp strap Protect the appearance and operation of the engine used in the oeean. 1. Flush the outside of the engine with fresh ‘water washing with mild soap if necessary. Run fresh water through the engine to wash out minerals, 2. Spray the cylinder head and external parts with rust preventative. 3. Polich the finish with automotive cleance /wan to remove oxidation and protect the pain 4. Disconnect the negative battery terminal (ground strap) whenever the engine is stored or the boat docked for prolonged periods. There is enough leakage to completely drain a healthy battery 5. Lubricate all moving parts frequently te pre- vent galling and corrosion, All iron or steel parts are particularly susceptible 10 corrosion when saposcd io salt waler or sea 6. Keep the motor in an upright position after flushing or normal use to facilitate drainage. ‘Water could enter the cylinder through the ex- aust ports or remain in passages c corrosion. MOTOR INSTALLATION 1. Refer to the section of this chapter which refers to lifting the motor, Place the mulur su that it is cemered on the transom (rear) of the boat. Tighiea the clamp screws by hand until snug, never use tools, After 15 minutes of run ning time, check the screws for tightness. See Figure 32. chain should be connected te keep from losing the motor overboard. Connect thi chain to a transom plate (available as a deale: option for mounting on the boat) ‘Battery See the section of this chapter that refers 10 battery care and charging prior to installation, If electrical accessories are to be installed, hook them directly to the battery terminals instead of to the charging system or damage will result. If the motor iis ter he run entirely without » battery then no extra equipment may be used. If the battery should quit functioning and it’s neees- sary to move the boat, disconnect all of the accessories first| LUBRICATION, FEI Remote Control (Accessory) Refer any such installation to a dealer, Acces- sory items aren't covered by this manual because | of their complexity in installation and the vast umber of items available. Propeller The propeller that comes on these engines is somect for most boats under most conditions. However, some boat/motor combinations could be improved upon by a different propeller. The engine rpm wader full throttke with the motor properly trimmed is the best indicator Tf the rpm is near the top limit, then the com- jon is correct. The best way to tell engine speed is with a tachometer. Consult your dealer for the ideal combination for your boat or refer io the specifications table in this manual, For more detail, see Chapter Seven. Tilting Atilt lever is provided on the starboard stern bracket to release the reverse lock and allow full or partial tilt Itt sometimes necessary to tilt the motor up while running to avoid bottoming in shallow water, While running in this mode, “never nitempt to run the engine at full or even partial throttle. The engine coukl easily overrev overheat in the shallow, turbulent water L. Raise the lever to the THT (up) position. See Figure 33 2, Raise the Motor to the desired position using the motor cover gi ip. A shallow water bracken is used for partial tilt position but a lock engages MAINTENANCE, AND TUNE-UPF automatically when the motor is in full tilt posi tion. See Figures 44 and 348, 3. Move the tilt lever to the RUN (down) posi- tion to lower the motor, Sex Figure 35. It ay be necessary to lift the motor slightly to disen~ age te eit tock. 4. Lower the motor slowly until the motor is im running pasition and automatic lock engnges.Angle Adjustment The stern bracket has provision for 5 adjust- ‘ments to allow for transom angle and boat load- ing. The normal position for the angle adjusting red will probably be in the second ole from the sedge of the boat. See Figure 36. However, the angle should be set for optimum performance depending on the circumstances, The motor shouk be perpendicular tw Use water while the throttle is set wide open and ‘the boat running at full specd. If the motor is tilted too far forward at the fower unit, the bow will plow and possibly tnke ‘on water. If the lower unit is tilbed too tar aft, the boat will porpoise with a loss in steering See Figure 37. For best performance, the motor should be positioned so that the boat sits nearly evel in the water when running. Position the Joad and passengers so that the boat maintains the same level attitude. 1. Tur off the mator, 2. Tilt the motor up into the full tilt position as outlined under Tilting, in this chapter, 3. Turn the adjusting rod up and press against the spring tension to place the retainer in the release position as shown in Figure 36. Slide the rod out and reinstall in the desired position, 5. Pross against the retainer rod spring tension and turn the md handle down making sure that the retainer locks in position, 6. Replace the motor in the RUN position as out- lined under Taiting, MOTOR REMOVAL 1. Disconnect the battery cables on electric start models. Refer to the Battery scction of this chapter for battery care. 2. Disconnect the safety chain and fuel line. 3. Lift the motor from the boat ns described int this chapter under Lifting Motor. 4, Store or work on the motor with the power head higher than the lower unit. The lower unit may still have water trapped which could ruirs the power head WARNING Never run the engine out of water or with the propeller removed as if will remlt in overkeming and damage ws the water purtp cr tonal destruction. TRAILERING The motor should be placed in the full position to prevent damage whi Make sure that the tlt lock is the motor from fi rough roads: ila trailering. ecure to prevent x while traveling over EMERGENCY STARTING If an electric starter should fail, the motors: are equipped with standard rope starters. ‘ThisLUBRICATION, PERIODIC MAINTENANCE, AND TUNE-UP INCORRECT CORRECT INbOARECT ‘Causes boat ‘Gives maximum Cases boet te “squat” ‘performance ‘wpe unit is capable of starting the motor even if the battery is dead or missing since the starting power comes from special coils in the magneto. In the unlikely event that the rope starter repe should break as well, or if it breaks on a stand- ard start model, remove the motor covery, The broken end of the rope may be long enough to ‘grasp and start as usual. If the rope is too short, use a length of nylon cord of rope as a temporary substitute. Place knot in the end of the rope and slip it into the flywheel notch and weap the remainder around clockwise. Follow the normal pifocedure for manual starting Never attempt to start an electric start model by using jumper cables. The electrical system is completely different from a car's and will he damaged. LIFTING THE MOTOR A uripping handle is placed at the balance point for each of the larger motors. Use this lift handle and the rear of the lower motor cover to lift or carry, Plate the steering handle in the position as shown iy Figures 34 amd 39, Never use the filt grip on the motor cover to lift of carry as damage will result1. it brackat 2. Stow position 5. Rear lawar monce cower 4. Tit grip CARBURETOR ‘The carburetor comes from the factory set up for most boating conditions, It is assumed that the motor will be run at, or near, cea level, If the motor is run at higher altitudes, then it will be necessary to make adjustments. ‘Once the carburetor is set for a given altitude it should be teft alone. Most home: mechanics make the iistake of suspecting the carburetor and fiddling it first when the most usual cause of problems is electrical. Never toy with the carburetor without following the sequence outlined below. Be sure to adjust the settings after any disassembly and at periodic intervals Most owners would be wise to perform 9 complete tune-up and overhaul at the beginning of each boating season and as often as needs dictate Adjustment (1.5-6 hp) 1, Set the comrol lever on the STOP position. 2. Move the control slowly until the cam just causes the throttle to open. 3, Make sure that the leading edge of the cam follower and the timing mark on the cam are aligned, See Figure 40. 4. If the setting isn't correct, loosen the set screws and move the cam so that the throttle valve closes as the play is taken out of the link- age. The setting is correct when the rounded edge of the cam follower is aligned with the mark on throttle cam just as the throttle opens. Needle Adjustment (15-6 kbp) 1, Back out the low-speed needle from its seat by 144 turns. Never use force since the needles are easily damaged. 2. Run the high-speed needle into its seat and back out approximately %4 turn 3. Start the engine with the propeller set in a test tank or in the water. Run the cngine at partial throttle until the engine warms up completely, 4. Adjust the high-speed needle until the rpm rises to its peak at that throttle setting. Allow 15: seconds for the rpm to stabilize. 5. Adjust the low-speed necdle for the highest and smoothest rpm obtainable at the same throt- Ue setting as the high-speed needle. Allow 15 seconds for the rpm to stabilize after setting. 6, Repeat the adjustment of the high-speed needle since it will be affected by Step 5 7. Pull the low-speed knob off and carefully [Position it s0 that the pointer is facing down and reinstall, When the cam and needle valves are set correctly, the engine should idle at 600 rpm. Check with a tachometer to be sure, 8. The throttle tensioner is correct when rpm Femains constant and the throttle lever retains its position, To adjust, set the tension screw as needed as shown in Figure 41. The throtile should never be set for “hands off” operation, Addjustmont (0.6.25 bp) 1. Loosen the adjustment screw for the cam follower as shown in Figure 42, 2. Move the follower until it makes contact with the throttle control cam. Turn the threttle on or rotate the magneto until the timing mark on the throttle and on the cam follower are aligned. 3. Check the throwle valve tw be sure that ft is closed and rotate the throttle lever roller until it rests against the follower.LUBRICATION, PERIODIC MAINTENANCE, AND TUNE-UP 4, ‘Tighten the throule lever to the shaft it from shifting. Make sure that the hasn't shifted while tightening. The throttle should start to open as the mark on the cam passes over the center of the roller 5, Follow the procedure used for adjustin, low-speed needle on 1.5-6 hp engines turn the needle out +4 of a turn fire its scat,Adjustment (33 1. Tum the throttle on until the timing mark on the throttle cam is aligned with the projection fon the intake manifold as shown in projection 2. Check that the throttle valve is closed and that the cam follower is touching the cam, If not, proceed as follows, 3. Turn om the throttle until the armature plat cam and the raised projection on the intake manifold are aligned as shown in Figure 43. 4, Make sure that the throttle valve is closed and loosen the throttle arm clamp screw, Posi- tion the cam follower to touch the cam and tighten the screw. Make sure that the setting didnt change. See Figure 44. 5. Advance the throtile to make sure thai the throttle valve opens as the timing mark om the passes the projection on the manifold plate, Readjust if necessary. » 6. Set the high- and low-speed needles as ote lined for the 1.5-6 hp cngines except tum the high-speed needle out 4s of a turn and the low specd needle 144, Remove the knobs on ihe control panel and position to point up in this instance and reinstall. Be careful t not stueb the necdle settings when reinstalling ube knobs,CHAPTER THREE TROUBLESHOOTING amechanical problems can be relatively simple if you use orderly procedures and keep a few basic principles in mind. ‘The troubleshooting procedures in this chap- ter analyze typical symptoms, and shew logical methods of isolating causes, These are not the ‘only methods, There may be several ways to solve a problem, but only a eystcmaticimethod- ical approach can guarantee success. Never assume anything. Don't overlook the obvious. H you are running along and the en- gine suddenly quits, check the casiest, most accessible problem spots first. Is there gasoline in the tank? Is the gas petcock in the ON posi- tion? Has a spark plug wire fillen off Check ‘the ignition swin IM nothing obvious turns up in a cursory check, look a litte further. Leaming to revogr nize and describe symptoms will make repairs easier for you or a mechanic wt the step. De- scribe problems accurately and fully. Saying that, “it won't ran,” isn’t the same as saying, “it quit at high speed and wouldn't start,” or that “it sat in my garage for 3 months and then wouldn't start.” Gather as many symptoms together as pos lide to aid in diagnosis, Note whether the engine Jost power gradually or all at once, what color smoke (if any) came from the exhaust, and so ‘on, Remember that the more complicated an vengine is, the easier it is to troubleshoot because symptoms paint to specific problems. After the symptoms are defined, areas. which could cause the problems are tested and ana- lyzed. Guessing at the cause of a problem may provide the solution, but it can easily lead to frustration, wasted time, and a scrice of expen- sive, unnecessary parts replacements. ‘You don’t need fancy equipment or com pli- ‘cated test gear to determine whether repairs can be attempted at home. A few simple checks could save a large repair bill ind time lost wihile the engine sits in a dealer's service department. On the other hand, be realistic and don’t attempt repairs beyond your abilities, Service depart- ments tend to charge heavily for putting to- gether n disassembled engine that may have keen abused. Some won't even take on such a job—so isc commen sense, don't get in aver your head. OPERATING REQUIREMENTS ‘An engine needs 3 basics to run properly: correct gas/air mixture, compression, and a spark at the right time, IPane or meme are miss ing, the engine won't run. The electrical system is the weakest link of the 3 basics. More proty lems result from electrical breakdowns thansystem chapter for the specific car- duveror clrewits invalved, Misfiring uniter heavy food, ax when accelerating, fs uawally enused by a faulty spark plug. FLAT SPOTS If the engine seems to die momentarily when the throttle is opened and then recovers, check for a dirty main jet in the carburetor, water in the fuel, or an excessively lean mixture. POWER LOSS Poor condition of rings, piston, ar cylinder will cause a lack of power and speed. Ignition timing should be checked. OVERHEATING Hf the engine seems to.run too hot all the time, be sure you are not idling it for long periods. These engines are not designed to operate at a standstill for any length of time, A spark plug of the wrong heat range can burn a piston. An excessively lean gas mixture may cause over- heating. Check ignition timing. Broken or worn rings may permit compression gases to leak past them, heating head and cylinder ences sively, Check oil level and use the préiper grade lubricants. ENGINE NOISES: Experience is needed to diagnose accurately in this area, Noises are hard to differentiate and harder yet to deseribe. Deep knocking noises usually mean main bearing failure, A slapping noise generally comes from a loose piston. A light knocking noise during acceleration may be a bad connecting rod bearing. Pinging should ‘be corrected immediately or damage to the piston will result, A compression leak at the head-cylinder joint will sound like a rapid con-and-off squeal. PISTON SEIZURE Piston scizwte is caused by incorrect piston clearances when fitted, fitting rings with im- proper end gap, too thin an oil being used, incorrect spark plug heat range, or incorrect ignition timing. Overheating from any cause may ‘result in selmire. EXCESSIVE VIBRATION Excessive vibration may be caused by loose motor mounts, wom bearings, or a generally poor running engine, FUEL PUMP (3-33 hp) Conduct test in a test tank or on the boat in the water. 1. Connect a fuel pressure gauge between the carburetor and fuel pump (sce Figure 1). ‘Hage and primer bulb assembly 2. Loosen fuel tank gas cap momentarily to . Telease any pressure that may have built up. 3. Start motor and observe gauge. Pump jpres- sures should read as in Table 1 Table 1 FUEL PUMP PRESSURE ELECTRICAL PROBLEMS. A dead battery or one which discharges quickly may be caused by a faulty alternator or rectifier, Check for losse of corroded terminals. Shorted battery cells or broken terminals will keep a battery from charging. Low water levelTROUBLESHOOTING ‘mill decrease a battery's capacity, A buttery beft uncharged after installation will sulphate, ren- useless. rity of electrical problems are caused ‘by loose or corroded ground connections. Check ‘those first, and then substitute known good units for easier troubleshooting. To determine accurately the condition of the components of the electrical system, an ignition analyzer should be used. Without the use of such test cquipment, coils, condensers, or point assemblies may be replaced needlessly. Refer such work to a dealer, Simple checks can be performed with inexpensive equipment MAGNETO: Remove spark plug wires. Grasp the wire by the rubber boot and twist aff counterclockwise. Crank engine with starter or by rope. Hold the cap ‘4 Inch from the plug end using a cloth or other insulation to keep from getting a shack, A steong, blue spark indicates that the mag- neto and coil are probably in good condition, Proceed with the next step if there is no spark, Ignition Coil 1, Remove the ignition coil for testing swith an ohmmeter or test light, 2. Check the primary coil black/white wire for continuity with a probe. & 3. Check the secondary eoil for continuity be- tween bracket and high tension wire. If there is no continuity, replace the coil. 4. Check the condenser, as previously de- scribed. If the capacity or insulation resistance is less than specified, replace the coil Stator Test 1. Set ohmmeter on lowest onmts scale. 2. Connect the ohmmeter to the leads of the stator as shown in Figure 2, The reaging should be 0.25-0.45 ohms. 3. Move the ohmmeter lead from the yellow stator lead, as shown at point 1 in Figure 2, and connect it to yellow,/grey wire at point 2. This reading should also be 0.25-0.45 ohms 4, Connest the black chmmeter lead to point: 2 and red to point 3 as in Figure 2. The ohmmeter should read infinity indicating an open circuit. Il any other reading is indicated then the stavor is shorting to ground. Rectifier Test 1. Connect one lead of the ohmmeter to the yellow/grey lead of the rectifier and the over ohmmeter lead to the case (ground), Refer to Figure 3 for a schematic of the rectifier. 2. Make note of the reading on the chmmeter. . Yallomybiue ‘Yellow /arey Steps Land? = Sap 3 Terminal Toschi scale |b ohms scale block44. Reverse the ohmmeter leads or the polarity switch and again cheek the reading. If the read- ‘ing was the came in both direstions, the diode is faulty and should be replaced. A diede works like a one-way switch and oolly permits current ‘to flow in one direction. A zero reading in one direction and infinity in the other is correct, 4. Repeat the preceding test for the yellow lend and ground: yellow/grey lead and ground; yellow/blue lead and ground; red and yellow Jeads; red and yellow,/blue leads. Each of the wire pairs will have similar results and indicate a different portion of the rectifier, Starter System * ‘Check the remainder of the ¢lectrical system, including the battery, all connections and leads for worn insulation prior to testing the starter. Refor ta Bigure for the following steps. 1, Locate the safety switch at check point 1 and remove the white wire. Coonegt a 12-volt test light between ground (ine engine case) and the white wire, 2, Turn the ignition switch on. The light should come on, 3. Hf light doesn’t come on, proceed to Step 7 4. Tf the light does glow, connect the white wire onto the switch with the test light still connected. 5. Turn the switch an to the tae position. the light doesn’t come on this time, proceed to Step 16 6, Mt the light dées come on, then the switch is Hot connected properly or is faulty. The throule may also be advanced too far for it to function Properly. NOTE: do the following steps turn key ic OFF position prior to connecting or discoumecting the light to avaid get fing @ shock. 7. Connect the test light at check point 2. the light comes on, the wire is mot making com tact betwees points | and 2. 8. If it doesn't light, proceed to Step 9. j . Conmect the tect light at check point 3. If the” Hight counes smi tren the suileresid switch Is taut, IN. If the light doesn’t come on then proceed to the next step. Lf, Connect the test fight at cheek point 4. ‘the light comes on then the wire betwees POIs 3 and 4 1s not connected. 12. Tf the light doesn't come on then proceed — to the next step, 4 13, Connect the test light at check point 5. Ifthe light comes oa then the switch is faulty. 14. If there is mo light then proceed to the — next step. 15, Connect the test light at check point 6. It the light doesn't come on, chack for an Open cireuit between the point and the battery. 16, Connect light between terminals A and BL 17. With switch off, the light should come on. 19. If the test light comes on with the switeh i the START position then the solenoid is faulty, — TROUBLESHOOTING GUIDE ‘Table 2 summarizes the troubleshooting cess, Use iit to outline possible problem thea refer to specific chapter or section invol