Omc 64-86

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TABLE OF CO
1 SAFETY
Piston Ring and Rod Service

Disassembling
Assembling
Installat ion
C a m s h a f t Service
Removal
Installation
Crankcase Front Cover
Crankshaft Service
INTRODUCTION
CLEANING, WAXING, POLISHING
CONTROLLING CORROSION
Using Zinc
PROPELLERS
FUEL SYSTEh4
LOADING
FLOTATION
HORSEPOWER
EMERGENCY EQUIPMENT
COMPASS
STEERING
ANCHORS
MISCELLANEOUS EQUIPMENT
BOATING ACCIDENT REPORTS
NAVIGATION
2 TUNING
INTRODUCTION
TUNING FOR PERFORMANCE
IGNITION
FUEL SYSTEM
2-1
2-1
2-5
2-8
3 ENGINE
GENERAL PRINCIPLES
Valve Timing
Engine Types
Service Procedures
Troubleshooting Mechanical
Engine Problems
GMC IN-LINE ENGINES
Removal
Installation
Oil Pump
Intake Manifold
Exhaust Manif old
Cylinder Head Service
Reconditioning
Installation
Valve Lash Adjustment
3- 1
3-3
3-3
3-3
3-6
GMC V6 ENGINES
Removal
Installation
Oil Pump
Exhaust Manifolds
Intake Manifold
Removal
Installation
Piston and Rod Service
C a m s h a f t Service
Removal
Installation
Main .Bearings
Rear Bearing Oil Seal
Timing Chain Service
GMC V8 ENGINES
Removal
Installation
Oil Pump
Intake Manifold
Exhaust Manifolds
Cylinder Head -Service
Removal
Installation Prep.
Installation
Valve Lash Adjustment
Camshaft Service
Removal
Installation
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GMC V 8 ENGINES (Continued)
Rochester 4MV
Description
Disassembling
Assembling
Bench Adjustments
Holley
Description
Disassembling
Assembling
Adjustments
Crankshaft Service
Removal
Installation
Main Bearings
Timing Chain
FORD V8 ENGINES
Removal
Installation
Oil Pump
Exhaust Manifolds
Intake Manif old
Removal
Assembling
Installation
Checking Hydraulic
Lifter Clearance
Camshaft Service
Removal
Installation
5 IGNITION
DESCRIPTION
TROUBLESHOOTING
Compression
General T e s t s
Primary Circuit T e s t s
C o n t a c t Point T e s t
condenser T e s t
Secondary Circuit T e s t
Rotor T e s t
Ignition Voltage T e s t s
Spark Plug Troubleshooting
Polarity Check
DISTRIBUTOR SERVICE
Removal
Crankshaft Service
Removal
Installation
Main Bearings
Timing Chain
SERVICING A DELCO-REMY
Disassembling - from a
4- or 6-cylinder
in-line engine
Assembling
Disassembling from a
GMC V6 1964-72 or V8
Assembling
Gapping Con t a c t Points
4 FUEL
TROUBLESHOOTING
Fuel Pump
Fuel Line
Rough Engine Idle
Excessive Fuel Consumption
Engine Surge
SINGLE-DIAPHRAGM FUEL PUMP
D U A L - DI A P H R A G M FUEL PUMP
FUEL FILTER REPLACEMENT
CARBURETORS
Rochester BC Carburetor
Removal
Assembling
Adjusting
C a r t e r RBS Carburetor
Description & Operation
Disassembling
Assembling
Bench Adjustments
Rochester 2GC
Disassembling
Assembling
Bench Adjustments
4-3
4-3
4-4
4-6
4-7
4-10
4-10
4-12
4-14
4-15
4-15
4-18
4-22
4-27
4-27
4-27
4-30
4-33
SERVICING A MALLORY
Disassembling from
All V6 and V8 engines
1981 and on
Assembling
SERVICING AN AUTOLITE OR
PRESTOLITE
DisassemblingAssembling
ADJUSTING POINT GAP ALL
DISTRIBUTOR INSTALLATION
Adjusting t h e Dwell
Adjusting Timing
Adjusting Idle Speed
and Mixture
6 ELECTRICAL
INTRODUCTION
BATTERIES
JUMPER CABLES
DUAL BATTERY INSTALLATION
GAUGES AND HORNS
Oil and Temperature Gauges
Warning Lights
Fuel Gauges
Troubleshooting
Tachometer
Horns
CHARGING SYSTEM
Alternator
Troubles hooting
Servicing Charging System
with Separate Regulator
Servicing Charging System
with Integral Regulator
CRANKING SYSTEM
Troubleshooting
Delco-Remy Starter
Servicing
Testing
Assembling
Autolite S t a r t e r
Disassembling
Bench Tests
Assembling
Prestolite S t a r t e r
Disassembling
Assembling
7 ACCESSORIES
INTRODUCTION
SHIFT BOXES
Troubleshooting
Single- and Side-Mount Boxes
Removal & Repair
Push Button Shift Box
Removal & Repair
Binnacle-Mounted Shift Box
Removal & Repair
THROTTLE CABLE INSTALLATION 7-8
SELECTRIM FOR IN-LINE ENGINES 7-9
7-9
7-10
Removal & Disassembling
Assembling
7-15
Installation
7-18
SELECTRIM FOR
FORD V8 ENGINES
Cylinder Disassembling
Cylinder Assembling
Ins tallation
HYDRAULIC PUMP & MOTOR
Removal
Disassembling
_
Assembling ,
Installation
Replacing Manual Release
Valve
Adding Fluid o r
Filling a Dry System
Electrical Checks
TRU-COURSE STEERING
~isassernblin~
~sseiirbling
Cable Drum-and-Bracket
Disassembling
Assembling
Adjustments
MECHANICAL STEERING
Cable Removal
Cable Installation
OVER-UNDER STEERING HELM
Description
Cable Replacement
Helm Installation
FINAL CHECKS & ADJUSTMENTS 7-40
8 TlLT MECHANISM
DESCRIPTION AND OPERATION
TROUBLESHOOTING
TILT MOTOR SERVICE
Removal
Testing
Disassembling
Assembling
Installation
HAMMER BLOW COUPLING
TILT CLUTCH & WORV GEAR
Disassembling
Assembling & Installation
9 COOLING
DESCRIPTION
TROUBLESHOOTING
EXHAUST MANIFOLDS
THERMOSTAT REPLACEMENT
WATER PUMP REMOVAL
Assembling
10 STERN DRIVE
DESCRIPTION
EARLY STERN DRIVE
UNITS 1964-77
Troubleshooting
Removal
Upper Gear Housing Removal
Water Pump Removal
Ball Gear Disassembling
Bearing Housing
Disassembling
Worm Gear Steering
Disassembly
Ball Gear Assembling
Bearing Housing Assembling
Water Pump Assembling
Exhaust Housing Removal
Swivel Housing R emoval
Lower Unit
Assembling
Swivel Housing Assembling
Exhaust Housing Assembling
Upper G e a r Housing
Installation
Stern Drive Installation
STERN DRIVE
UNITS SINCE 1978
Troubles hooting
Shift Converter Service
Cable Removal
Disassembling
Assembling
Stern Crive Removal
Upper Gear Housing Removal
Water Pump Removal
Ball Gear Disassembling
Bearing Housing
Disassembling
Worm Gear Steering
Disassembling
Ball Gear Assembling
Bearing Housing Assembling
Water Pump Assembling
Exhaust Housing Removal
Swivel Housing Removal
Swivel Housing Assembling
Lower Unit
Assembling
Propeller Shaft
Driveshaf t Bearing
Housing
Oil Pump & Forward Gear

Disassembling
Assembling
Propeller Shaft and
Shif t e r Disassembling
Assembling
Power Assist Servo
Disassembling
Assembling
Shift Cable Removal
or Replacement
Assembling
Pinion Bearing Shimming
Pinion Bearing R a c e
Installation
Oil Pump & Forward Gear
Installation
Driveshaft & Pinion Gear
Installation
Propeller Shaft, Assist
Valve, & Plunger
Installation
Exhaust Housing
Installation
Upper Gear Housing
Installation
Stern Drive Installation
Shift Converter C a b l e
Installation
Shift Adjustment
Trim T a b Adjustment
I1 INTER MEDIATE HOUSING

INTRODUCTION
TROUBLESHOOTING
SERVICING THE BOOT
Removal
Installation
BALL GEAR DRIVESHAFT
Disassembling
Assembling
INTERMEDIATE HOUSING
Removal
Installation
12 MAINTENANCE
FIBERGLASS HULLS
BELOW WATERLINE SERVICE
OFF-SEASON STORAGE
PRE-SEASON PREPARATION
APPENDIX
CONVERSIONS
Metric
Drill Size
SPECIFICATIONS
Tune- up
Spark Advance C h a r t s
Carburetor Specifications
GMC In-Line Engine Specs
Kaiser V6 (GMC V6) Specs
GMC 6-Cyl In-Line Specs
GMC V8 Specs
GMC V6 Specs
Ford V8
TORQUE VALUES
GEAR RATIOS
AND-OIL CAPACITIES
WIRE IDENTIFICATION
Second station Instrument
Cable Connector
Stern Drive Instrument,
Cable, and Switch
185 & 225 hp SelecTrim
Model "D"
185 & 225 hp Preset Trim
Model "D"
Models "3"& "JI1
Models "H" & "J"
185, 200, 230, & 260 hp
SelecTrim
185, 200, 230, & 260 hp
Preset Trim
Model "Dlt
Model "D"
120 & 140 hp P r e s e t Trim

Model "H" and "H1"
Model "Htl and "H 1"
175, 195, and 235 hp
with fixed mount
175, 195, and 235 hp
with SelecTrim
240 hp SelecTrim
Model "H" and "J"
240 hp Prese-tTrim
Model "DM
240 hp Preset Trim
Model "H" and "J"
240 hp SelecTrim
Model "D"
250 hp SelecTrim
120 and 140 hp,
also 2.5 and 3.0 L i t r e
with fixed trim
120 and 140 hp
also 2.5 and 3.0 L i t r e
with SelecTrim
200, 230, 260 hp
also 5.0 & 5.7 L i t r e
185, 200, 230 and 260 hp
also 5.0 & 5.7 L i t r e
with SelecTrim
Tilt System 185, 200, 230
and 260 hp
Tilt System 120 and 140 hp
Tilt System 3.8, 4.3, 5.0
and 5.7 L i t r e
Tilt System 2.5 Rc 3.0 L i t r e
Trim System 5.0 & 5.7 L i t r e
Ignition System 2.5, 3.0
3.8 and 4.3 L i t r e
Trim S y s t e m 2.5 & 3.0 L i t r e
Trim System 3.8, 4.3, 5.0
and 5.7 L i t r e
SAFETY
1-1 INTRODUCTION
1-2 CLEANING, WAXING, AND POLISHING
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.
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
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.
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
A zinc plate attached t o the bottom side o f the

intermediate housing.
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 placing t h e metals close together and they bec 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 trying 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.
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 transom 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 intermediate 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 operates 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.
PROPELLERS
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 dimensions 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 diame 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 illustration.
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 propeller 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 determines its load-carrying capacity. A twoblade propeller is used for high-speed running 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 propeller 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.
1-3
PROPELLER
BUSH l NG
C07TER
PIN
-PROPELLER
SPACER
PROPELLER
NUT
Associated parts for a prop exhaust propeller installation.
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 propeller selection for a specific purpose a diffic u l t job. In f a c t , in many c a s e s t h e propeller 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.
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.
1-4
SAFETY
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 horsepower, 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 installed.
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 corr 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 propeller 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 horsepower 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 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 engine 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 regularly t o b e s u r e a l l blades a r e in good
ROUGH
-\.
EDGE
Cavitation air bubbles formed at the propeller.

Manufacturers are constantly fiphting this problem, as
explained in the t e x t .
Example o f a damaged propeller. This unit should

have been replaced long before this amount o f damage
was sustained.
PROPELLERS
condition. If any of t h e blades become bent

or nicked, this condition will set up vibrations 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 performance. If t h e vibration is allowed t o continue 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 completely eliminated, but i t can be reduced by
keeping all p a r t s in good working condition
and through proper maintenance and lubrication. 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
twoblade 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 allows 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.
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
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%propellers 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 perf 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 innovation t h a t improves performance when forward 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 leading 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. In t h e illustration of t h e progressive pitch, t h e a v e r a g e pitch assigned t o t h e
propeller would be 21.
Cupping
If t h e propeller is cast with a edge curl
inward on t h e trailing edge, t h e blade is said
t o have a cup. In most cases, cupped blades
improve performance. The cup helps t h e
blades t o "HOLD" and not break loose, when
operating in a cavitating or ventilating situation. This action permits t h e engine t o b e
trimmed o u t f u r t h e r , or t o b e mounted higher on t h e transom. This is especially t r u e on
Either of t h e s e
high-perf ormance boats.
t w o adjustments -will usually add t o higher
speed.
Propeller with a "cupped v leading edge. "Cupping"

gives the propeller a better lfhold" in the water.
The cup has t h e e f f e c t of adding t o t h e

blade pitch, a s well as t h e rake. Cupping
usually will reduce full- throttle engine
speed about 150 t o 300 rpm below t h e s a m e
pitch propeller without a c u t t o t h e blade.
A propeller repair shop is a b l e t o increase o r
d e c r e a s e t h e cup on t h e blades.
This
change, a s explained, will a l t e r engine rpm
t o m e e t specific operating demands. Cups
a r e rapidly becoming standard on propellers.
In order for a cup t o be t h e most e f f e ctive, t h e cup should be completely concave
(hollowed) and finished with a sharp corner.
If t h e cup has any convex rounding, t h e
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.
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.
Rota tion
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 righthand r o t a t i o n (RH), and as lefthand r o t a tion (LH). T h e s t a n d a r d propeller f o r o u t b o a r d s is RH rotation.
A righthand propeller c a n easily b e
identified by observing i t as shown in t h e
a c c o m p a n y i n g illustration. O b s e r v e how t h e
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
upper right. T h e lefthand 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 lefthand propeller will r o t a t e
counterclockwise.
Rubber hub removed from a propeller. This hub was

removed because the hub was slipping in the propeller.
Propeller ExhaustT o improve e n g i n e and b o a t p e r f o r m a n c e , s o m e OMC propellers f e a t u r e a h u b

design with a f l a r e d trailing e d g e o r
" Diffuser Ring". This f e a t u r e a s s i s t s e x h a u s t g a s flow, and provides a pressure
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
f e e d i n g back i n t o t h e blades. This a r r a n g 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 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
t h e boat.
Taking on fuel in preparotion for a day of fun on the

water.
1-8
SAFETY
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 ins t a l l e d if anti- siphon p r o t e c t i o n is n o t provided. 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 prot 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 supp 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 nona 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.
FUEL SYSTEM
especially well s e c u r e d a n d p r o t e c t e d bec 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 flashpoint 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 ventilating 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 installed 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 req 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 equipped w i t h a blower. Now, if t h e blower a n d
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 manuf 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 cond 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 responsi 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. Automot 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 exploding; 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.
A fuel tank properly grounded to prevent static

electricity. Static electricity could be extremely dangerous when taking on fuel.
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
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 ingred 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 probl 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 buildup 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 bonding). 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 conn 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
Did you
enough t o set off a n explosion.
know t h a t under c e r t a i n a t m o s p h e r i c cond 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
A
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 .
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 maxim 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 planning.
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.
U . S . COAST G U A R D
MAXIMUM CAPACITIES
PERSONS OR
FLOTATION
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, regulations, 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 willingness 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 requirements.
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-
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 req 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 horsepower 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 bec 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) requirem 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
.on t h e plate.
c a p a c i t y listed
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 preserve 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 indestructible.
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
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.
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 designations. 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.
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 buoya 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 buoya 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 mini 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 wat 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 designe 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.
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
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
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
pleasure. Make a l i f e j a c k e t a v a i l a b l e t o
your c r e w and advise e a c h m e m b e r t o w e a r
it.
If you a r e a c r e w m e m b e r a s k your
skipper t o issue you one, especially when
b o a t i n g in rough w e a t h e r , cold w a t e r , o r
when running at high speed. Naturally, a
l i f e j a c k e t should b e a m u s t f o r non-swimm 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
a boat.
1-9 EMERGENCY EQUIPMENT
Visual Distress Signals
A sounding device should be mounted close to the

helmsman for use in sounding an emergency alarm.
ily accessible. If t h e y a r e m a r k e d with a

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
m u s t n o t h a v e passed. L a u n c h e r s , produced
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
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
C o a s t G u a r d Approved.
USCG Approved p y r o t e c h n i c visual dist 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:
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 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
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 para 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 Regulations 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 equipped 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 propulsion 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
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 -
Moisture protected flares should be carried on board

for use as a distress signal in an emergency.
1-14
SAFETY
c a n n o longer b e c o u n t e d t o w a r d t h e mini 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.
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 signaling 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 only).
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 especially 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 dev 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
First Aid Kits

T h e first- aid kit- is similar t o a n insura 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 planning 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 availa b l e such as t h e Johnson a n d Johnson "Mar 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 , supplies, 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 , absorbe 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 including 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 Underw 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.
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 extinguis 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.
B-I1 contains 2-112 gallons foam, or 15
pounds carbon dioxide, or 10 pounds dry
chemical agent, or 10 pounds Halon.
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
m a n y f i r e extinguishers a r e required on
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
t w o B-I extinguishers.
When t h e e n g i n e
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
with a fixed (built-in) extinguishing s y s t e m ,
o n e less p o r t a b l e B-I u n i t is required.
Dry c h e m i c a l f i r e extinguishers w i t h o u t
g a u g e s o r indicating d e v i c e s m u s t b e weighe d and t a g g e d e v e r y 6 months. If t h e g r o s s
weight of a c a r b o n dioxide (COZ) f i r e e x t i n guisher is reduced by m o r e t h a n 10% of t h e
n e t weight, t h e extinguisher i s n o t a c c e p t a b l e and m u s t b e recharged.
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 extinguishe r s r e c o m m e n d e d by t h e C o a s t Guard, bec 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 MINIMUM 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".
A suitable fire extinguisher should be mounted close

to the helmsman for emergency use.
o r just poor visibilty. Under t h e s e conditions, 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 ing t o his desired c o u r s e e x c e p t with t h e

compass. When crossing a n o p e n body of
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
of making a n a c c u r a t e landfall.
During thick w e a t h e r when you c a n neit 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
navigation, a t t e m p t i n g t o run o u t t h e t i m e
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
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
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
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
a r e a . Any stranding, e v e n f o r a s h o r t t i m e ,
c a n b e a n unnerving experience.
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
t h a t within m i n u t e s a skipper m a y find himself "socked-in" by a f o g b a n k , a r a i n squall,
Do not hesitate to spend a few extra dollars for a

good reliable compass. If in doubt, seek advice from
fellow boaters.
I- 16
SAFETY
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 , simulating 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 helmsm 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 dir 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
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 conditions 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 detectors, 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 conc 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 ceiling, 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.
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.
A f t e r you h a v e moved t h e c o m p a s s around 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.
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
it.
If t h e c a r d m o v e s during a n y o n e of
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 ed. Naturally, if s o m e t h i n g like t h e windshield wipers c a u s e a slight deviation, i t
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 e n t deviation t a b l e t o use only when c e r t a i n
p i e c e s of e q u i p m e n t i s operating. B e a r in
mind, following a c o u r s e t h a t i s only off a
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
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 gyou 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.
COMPASS
1-17
r e a d i n g w a s observed.
This t i m e as 189
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
reading.
Finally, t h e c o n t e n t s of t h e c a n w e r e
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
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
reading.
T w o v e r y i m p o r t a n t conclusions c a n b e
d r a w n f r o m t h e s e tests.
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 cont 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
drastically.
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 accompanying 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 aluminum 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.
can was moved to the
Next' 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
"Innocent" objects close to the compass, such as diet

coke in an aluminum can, may cause serious problems
and lead to disaster, as these three photos and the
a,co,panying
text prove.
1-18
SAFETY
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 att 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 propulsion (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 conditions, 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 equipped 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
The
r e m o v e d a t a l l n o r m a l b o a t trims.
i n t a k e s should b e properly s c r e e n e d t o prev 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
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 indic 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 , reassernble, 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 indicat 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, lowe 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 -
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 owne 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
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.
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 marke 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 hazards.
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
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 enjoym e n t you will r e c e i v e f r o m your boating
investment.
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.
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- ofway 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 , unless 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.)
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 overemphasized.
Before making any adjustments, check t h e specifications in t h e Appendix. 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
Poor compression
spend on t h e tune-up.
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 because 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 recommended 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 mixt 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 compression, tightening t h e cylinder head and
manifold bolts, and adjusting t h e valve.
Ignition system service includes replacing and adjusting t h e contact points, checking t h e ignition advance, and adjusting t h e
timing.
Fuel system service and carburetor adjustments a r e made a f t e r all ignition checks
and adjustments have been completed. It is
Adjust the drive belt until the belt will depress

approximately 1/4-inch under finger pressure.
2-2
TUNING
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 measurem 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 securely.
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.
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
e l e c t r i c a l system.
Battery Service
C h e c k t h e b a t t e r y , c a b l e s , a n d surrounding a r e a f o r signs of corrosion. Look f o r
l o o s e o r broken carriers; c r a c k e d o r bulged
cases; d i r t and acid; e l e c t r o l y t e leakage;
a n d low e l e c t r o l y t e level.
Add distilled
w a t e r t o t h e cells t o bring t h e m up t o t h e
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.
An inexpensive brush is the best tool for cleaning

the inside diameter of battery cable connectors.
Many electrical problems can be traced to corroded

battery terminals. The most serious damage could be a
burned-out alternator.
Tighten t h e battery cables on t h e batt 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

t h e posts or -cable terminals with a wire
brush if t h e y h a v e b e c o m e corroded. A f t e r
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
t h i n c o a t i n g of Multipurpose L u b r i c a n t t o
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 corrosion forming.
Using a special tool to clean the battery terminals.

After cleaning and the cables have been connected,
coat the terminals and connectors with lubricant to
prevent further corrosion.
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 Appendix 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 performance, file aria reset each spark plug, if they are the
least bit corroded.
ALWAYS use a round gauge to measure spark plug

A flat gauge will not give an accurate reading.
N E V E R use a gasket on a spark plug with a tapered
gap.
seat.
Spark plug fouled by oil. The engine may need an

overhaul.
2-4
TUNING
Cylinder and Manifold Bolt Tightening

Tighten t h e cylinder head and manifold
bolts in t h e sequence detailed by t h e diag 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.
Excessive overheating, heavy load. Use a spark

with a lower heat mting.
Compression Testing
Insert a compression gauge in each spark
plug opening one-at-a-time; crank t h e engine and check t h e compression. A significant 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 opening 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.
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.
Check the compression of each cylinder.
IGNITION SERVICE
2-5
Valve Adjusting
Proper valve adjustment allows t h e hydraulic 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 distributor in t h e engine.
To remove t h e
distributor, t u r n t h e crankshaft until t h e
rotor points t o t h e No. 1 cylinder position.
Most distributor caps have a "1" s t a m p e d on
t h e cap. Remove t h e hold-down bolt. Remove 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 t t h e t i m e of installation, align t h e
rotor on t h e mark you s c r i b e d , o n t h e housing, t h e n lower t h e distributor slowly and
you will s e e t h e rotor turn back until i t i s
pointing t o t h e No. 1 cylinder position.
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
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
or worn piston 'rin g s, as ekplained in the text.
A cracked distributor cap may be the cause o f hard

starting or misfiring.
2-6
TUNING
CORRECT
AREA NOT
CENTERED
HISALIGNMENT
1
The dwell angle is directly related to the point gap.
CONTACT
AREA NOT
CENTERED
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 trouble 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
ALWAYS keep t h e
rubbing block wear.
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
g r e a s e will remain on t h e rubbing block a s a
Check the contact

burning, or pitting.
points
for abnormal
wear,
.Adjusting the point gap.
A faulty condenser will cause abnormal contact

point wear and loss of engine performance.
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 holddown 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 bec 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 engine 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 ignition 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 ignition timing by r o t a t i n g t h e distributor housing, 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 adjuste 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 mechanism under t h e breaker plate.
Timing marks on late model in-line engines.
2-8
TUNING
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.
Typical timing marks.
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.
N O ADVANCE
Twist the rotor and check

weights for good movement.
springy in one directon and
direction. Encrine .performance
.
turns sluggish&.
FULL ADVANCE
the automatic advance

The rotor must feel
solid in the opposite
will suffer
if. the rotor
..
Typical timing marks on the crankshaft pulley.
~
~
l~~~l -pump~
i
~
~
As t h e n a m e implies, t h e dual-diaphragm
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 diaphragm if t h e main diaphragm fails. Gasoline can only leak i n t o t h e space .between
Fuel in the sight glass means the diaphragms are

must be replaced.
leaking and the fuel
t h e t w o diaphragms and not out of t h e

pump. If gasoline is detected in t h e sight
gauge, i t means t h e pump is defective.
If t h e dual-diaphragm becomes defective
for any reason, i t must be replaced. Do not
a t t e m p t t o repair this type of pump.
Carburetor Adjustment
Because t h e carburetor is required t o
accurately control and mix t h e air and fuel
quantities entering t h e combustion chamber,
proper adjustments a r e critical t o efficient
engine operation.
Dirt and gum in t h e
passages restrict t h e flow of air o r fuel
causing a lean operating condition; hesitation on acceleration; and lack of power on
demand.
The carburetor control linkage is subject
t o wear which will change t h e synchronization and fuel mixture. These changes will
a f f e c t engine performance and fuel economy.
Theref ore, a c c u r a t e fine carburetor
adjustments can hardly be made or expected
if t h e carburetor is not i n satisfactory condition. If considerable difficulty is encounte r e d in making t h e adjustments, t h e remedy
m a y b e t o t a k e t i m e f o r a carburetor overhaul, see Chapter 4.
To make a preliminary adjustment, turn
t h e idle mixture adjusting needles inward
until t h e y BARELY make contact with their
seats, then back t h e needle o u t t h e specified
number of turns.
FUEL SYSTEM
2-9
NEVER turn t h e idle mixture screws

TIGHTLY against t h e i r seats or t h e y will b e
DAMAGED. Disconnect t h e t h r o t t l e cable.
S t a r t t h e engine and run i t at idle speed.
unit to the engine any time the engine is run to prevent damage to the water
Adjust each idle mixture needle t o obt a i n t h e highest and steadiest manifold vacuum reading. If a vacuum gauge is not
available, obtain t h e smoothest running,
maximum idle speed by turning one of t h e
idle adjusting needles in until. engine speed
begins t o fall off, then back t h e needle off
over t h e "high spot" until t h e engine rpm
again drops off.
S e t t h e idle adjusting
needle halfway between t h e t w o points for
an acceptable idle mixture setting. R e p e a t
this procedure with t h e other needle.
If these adjustments result in an increase
in idle rpm, reset t h e idle speed adjusting
screw t o obtain t h e specified idle rpm and
again adjust t h e idle mixture adjusting needles.
Shift t h e unit into forward gear and
readjust t h e idle speed screw t o obtain t h e
recommended idle speed as given in t h e
Appendix.
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 in t h e full open position when t h e remote- 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 wideopen 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
The fuel filter in the base of the carburetor should

be replaced every year.
Increased spark advance or carburetor

recalibration have very l i t t l e a f f e c t on highaltitude perf ormance. Tests have proven
However, a
this s t a t e m e n t t o be true.
marked increase in performance can be obtained by changing propellers for high-altit 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
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 distributor f o r specific jet sizes and spark

timing settings.
Changing jet sizes and spark timing settings 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 adde d problems at much lower elevations.
Idle speed adjusting screw location on GMC engines.
The idle mixture adjusting screw on early Ford V 8

enaines. A second adiustina screw is located on the
op&site side of the carburet&.
ENGINE
GENERAL PRINCIPLES
Intake Stroke
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-outboard 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.
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 surrounding 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
t h e piston compresses t h e mixture t o a

fraction of its original volume; e x a c t pressure 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 transmitted through t h e connecting rod and is
converted into rotary motion by t h e crankshaft. 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. Pressure 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 manifold (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 remaining gas in t h e combustion chamber; however, a small amount always remains t o
dilute t h e incoming mixture. This unexpelled 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 piston. 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 tempe r a t u r e and, at t h e s a m e time, raises pressure.
Actually, about 75 percent of t h e
mixture in t h e cylinder is composed of nitrogen gas t h a t does not burn but expands
when heated by t h e burning of t h e combustible elements, and it is this expanding nitrogen 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 ent 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 maximum.
At t h e beginning of t h e power s t r o k e (as
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, expanding t h e m a n d m a i n t a i n g a continuous press 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.
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
CMC
GMC
GMC
V6 (Buick & Kaiser) 225 CID

V6 3.8 L i t r e , 229 C I D
V6 4.3 L i t r e , 262 CID
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
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 bef 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:
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 problems; 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 spec 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 thoughto 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 probl 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
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
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
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
uncover t h e s t a r t i n g problem.
IGNITION SYSTEM TEST
2- Disconnect a s p a r k plug w i r e a n d hold i t

a b o u t 114 inch f r o m a spark plug o r ground.
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
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 detaile 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.
FUEL SYSTEM TEST
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
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
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
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
t h e a c c o m p a n y i n g illustration. Note: The
top of the carburetor has been removed in

this illustration for photographic clarity.
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 Troubleshooting in C h a p t e r 4 t o i s o l a t e t h e problem.
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 cann 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 . Generally, 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 cylinder. 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
variation exists, then t h e low-reading cylinder should be checked by making a cylinder

leak test. A simple leak test can b e made
by first inserting a teaspoonful of oil i n t o
t h e spark plug opening of t h e low reading
cylinder, and then cranking t h e engine a f e w
t i m e s t o distribute t h e oil.
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 the compression loss is probably due t o
worn rings. If the reading remained t h e
s a m e , t h e loss may be due t o a burnt valve.
TROUBLESHOOTING MECHANICAL
ENGINE PROBLEMS
LEAK TEST
A more definite and scientific method of
performing a leak t e s t and determining t h e
problem a r e a than t h e simple method described in t h e previous paragraph is t o use
compressed air.
Install a n air hose adapter into t h e spark
plug port.
With t h e piston at t o p dead
center, firing position, apply 60-70 psi of
air.
On commercially built air adapter
units, a gauge indicates percent of leakage.
Over 20% leakage, in most cases, is conside r e d excessive.
Listening at t h e point from which t h e
compressed air is escaping indicates t h e
nature of t h e defect. Insert a short length
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
hissing from t h e exhaust manifold indicates
a leaking exhaust valve. Air heard in t h e
carburetor air horn indicates a leaking int a k e valve. If you hear air hissing at t h e oil
filler pipe, t h e rings a r e worn.
W ~ t hmotor at ldl~ngspeed floatlng

mothon right and left of vacuum
po~ntermdlcates carburetor too rtch
or too lean
W ~ t hmotor at ~ d l ~ nspeed
g
low read
Ing of vacuum pomter mdlcates late
t m n g or mtake man~foldalr leak
VACUUM GAUGE
A vacuum gauge is a relatively inexpensive piece of test equipment t h a t can be
very handy in isolating mechanical troubles
in a n internal- combustion engine. As with a
compression gauge, you cannot rely soley on
t h e a c t u a l numerical reading of t h e vacuum
gauge.
Instead, relative readings and typical actions of t h e needle provide clues t o
some types of troubles.
Normal idle vacuum in t h e intake manifold ranges from 15 t o 22" Hg. On latermodel engines, lower and less steady intake
manifold vacuum readings a r e becoming
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
amount of valve overlap.
In addition t o these factors, altitude
a f f e c t s a- vacuum gauge reading.
That's
right. At high elevations, a vacuum gauge
will read about one inch lower for each
1,000 f t .
of elevation above sea level.
Another outside influence on t h e vacuum
gauge is a change in barometric pressure.
Because of these factors, which a r e not
determined by t h e condition of t h e engine,
i t is much more important for you t o watch
t h e action of t h e needle than i t s actual
reading.
After you have worked with a
vacuum gauge just a f e w times you will b e
able t o recognize such problem a r e a s as
sticking valves, a tight valve lash adjustment, or a restriction in t h e exhaust system.
DYNAMOMETER TESTING
An inexpensive method of making a
dynamometer- type of engine test, is t o use
a vacuum gauge and a s e t ,of shorting wires.
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 vacuum

polnter should hold steady between
15 and 21
Wrth motor at ldl~ngspeed dropplng

back of vacuum pointer md~cates
stlcky valves.
t h e spark plugs a r e shorted o u t one-at-at 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 cylind e r s until t h e engine is running on one
cylinder. You will discover i t will be necess 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 determined, 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, excessively 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 ventilation system.
2- Piston rings not sealing.
3- Excessive valve stem- to- guide clearance.
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, consideration 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 manifold. 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 identified 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
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.
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
153, 181, a n d 250.
c a p a c i t e s as follows:
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 6cylinder engines, a n d 1-3-4-2 f o r t h e 4cylinder 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 powerplant. 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
Use a timing light to accurately adjust the ignition

timing to the manufacturer's specifications. Performance and fuel consumption are both directly dependent
on precise timing.
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.
GMC IN-LINE
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, engineto- 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-toengine 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
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-toe 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, engineto- 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.

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.
PressureControlValve
Valve Spring
Retainer
Screws
Cover
Cover Gasket
Idler Gear
Drive Gear and Shaft
Pump Body
Pick-up Screen and Pipe
i.i
I-
Exploded view of the oil pump installed on in-line engines.
3-10
ENGINE SERVICE
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 surfaces. 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 Specif 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.
the lower unit to the engine any time the engine is run to prevent damage t o the water

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 twop 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 helic 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.
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.
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 exh 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
attaching
b o l t s and
manifold- to- head
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.
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 bushing. No g a s k e t is needed. T h e oil pump
Intake and exhaust manifold, four-cylinder engine.
GMC IN-LINE
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.
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 exh a u s t manifold, see C h a p t e r 9, Cooling.
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. Conn 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.

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 problems.
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.
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.
the lower unit to the engine any time the engine is run t o prevent damage to the water

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 including 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 rocke 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
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.
ROTATOR
\
LOCKS
CAP
SH l ELD
Component parts of the valve mechanism.
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 install 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.
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 closing 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.
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 . Ins 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 def 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
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 t o leak into the
combustion chamber.
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, possibly 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.
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.
-%"
MINIMUM
GMC IN-LINE
3-15
REFER TO SPECIFICATIONS
DIAMETER
FOR C-RECT
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 necessary 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
Tool S e t 2-7049 which are: J-7049-7 Standard; 5-7049-4, 0.003" oversize; 5-7049-5,
0.015" oversize; and 5-7049-6, 0.030" oversize t o r e a m t h e bores for new valves.
VALVE SEATS
Reconditioning t h e valve s e a t s is very
important, because t h e seating of t h e valves
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

wire brush.
A severely burned exhaust valve face. The valve

was sticking in the guide as evidenced by the gum on
the neck of the stem. T A K E TIME to clean the valve
guide thoroughly.
t h e cooling of t h e valve heads. Good contact 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
t h e valve head will be properly carried
away.
Excessive lubricant leaking past the seal and valve

guides caused this wet, oily condition.
3-16
ENGINE SERVICE
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
30 s t o n e a n d a 60' stone.
The finished s e a t should c o n t a c t t h e
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 f a c e , c o a t t h e s e a t with Prussiar blue,
and then r o t a t e t h e valve in place with a
light pressure.
The blue p a t t e r n on t h e
valve f a c e will show t h e position of t h e
seat.
After the Seeat has been reground, check t o be sure

it is concentric with the guide by using a dial gauge.
The run-out should not exceed 0.002".
VALVE SPRINGS
Check t h e valve springs f o r t h e c o r r e c t
tension against t h e Specifications in t h e
Appendix. A quick check c a n be made by
laying all of t h e springs on a f l a t s u r f a c e
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 performance; 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
the grinding particles t o fly out, or the valve seat will

become grooved.
A valve spring should not be out by more than 1/16"

when it is rotated against a square on a flat surface, as
shown. I f it is, the spring should be replaced.
GMC IN-LINE
APPLY TORQUE U N T I L
CLICK IS HEARD, READ
TORQUE WRENCH AND
DISC VALVE
PUSH ROD
R EAD lNG
BY TWO (2).
LOCK RING
3-17
TOOL 6513-DD
Arrangement of yalve mechanism parts.
HYDRAULIC LIFTERS
SET KNOB TO
COMPRESSED
The valve spring tension should be checked with on

accurate tester and torque wrench.
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
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 ect 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
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 reinstalled 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 separ 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.
CYLINDER HEAD RECONDITIONING

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 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
Installing the w l v e s into the cylinder head, as

explained in the text.
UNDERSIDE OF SPRING RETAINER
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
the Appendix.
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
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
Improper installation techniques caused this valve to

drop out and strike the piston.
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 121/32" 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
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 according 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 hightension 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 ins 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.
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.
Proper arrangement o f rocker arm studs and push

rod guides prior t o installation in the cylinder head.
3-20
ENGINE SERVICE
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 adjustm 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:
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 disapp 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.
With t h e e n g i n e NOT running: Disconn 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 movem 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
Making the valve lash adjustment, as described in

the text.
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
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
of its s t r o k e and place a cloth on t o p of t h e
piston t o collect t h e cuttings. A f t e r t h e
ridge is removed, turn t h e &rankshaft until
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 cylinder walls wear the most at the top. All measurements
MUST be made in this worn area. This cylinder bore has
been surfaced with a fine hone to remove the glaze for
better piston ring seating.
The rod bolt threads must always be covered with a

piece of rubber hose to prevent damage to the bearing
surface by the rod threads scraping as the piston
assembly is removed.
A ridge remover MUST be used to cut the ridge from

the top of the cylinder walls. The stop under the blade
prevents cutting into the walls too deeply. NEVER cut
more than 1/32" below the bottom of the ridge.
3-22
ENGINE SERVICE
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 connecting rod-and-piston assemblies and push t h e m
o u t of t h e cylinders.
CLEANING AND INSPECTING

Check t h e rod bolts and nuts for d e f e c t s
in t h e threads. Inspect t h e inside of t h e rod
bearing bore for evidence of galling, which
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
any d e f e c t i v e rods.
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 piston
assemblies such as new piston 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
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.
Wash t h e connectineg; rods in cleaning
solvent and dry with compressed air. C h e c k
f a r twisted or bent rods and inspect f o r
nicks or cracks. P.eplace any damaged connecting 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
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.
bore. The c l e a r a n c e should n o t be g r e a t e r

than 0.0025",
Inspect _the piston pin bores and piston
pins f o r weai. Piston pin bores and piston
pins must be f r e e of varnish or scuffing
when being measured. The piston pin b o r e
should be measured with a dial bore gauge
or an inside micrometer. If t h e clearance is
g r e a t e r than 0.001", t h e piston and/or piston
pin should b e replaced.
DISASSEMBLING
Install t h e pilot p a r t of tool 5-6994
(Piston Pin Removing & Installation Tool),
on t h e piston pin. Place t h e piston-and-rod
assembly on a support and position t h e
assembly in an arbor press a s shown. Press
t h e pin o u t of t h e connecting rod. Remove
t h e assembly from t h e press. L i f t t h e piston
pin from t h e support, and remove t h e tool
f r o m t h e piston and rod.
Preigrition caused this piston crown t o melt.
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.
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.
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-ofroundness at the same time.
3-24
ENGINE SERVICE
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
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
Check the piston ring end gap with a feeler gauge,

as shown.
Grinding ring ends to obtain proper end gap.
END
C IN-LINE
3-25
GAPS
NOTCH TOWARDS
FRONT O F ENGINE
J-8037
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
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
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 checke 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 during 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 scrape r rings f o r t h e proper method of installation. Some rings have t h e word TOP stampe 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 space r MUST be installed ABOVE t h e c a s t iron
ring.

All cleaning and inspection work should
b e done in a n organized and thorough manner. 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 reconditioning 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 performa n c e of t h e engine a f t e r t h e job is completed.
Cylinder wall taper and wear measured with a bore

gauge indicator.
GMC IN-LINE
CYLINDER BLOCK
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
main bearing webs.
Check t h e cylinder
bores for t a p e r , out-of-round, o r excessive
ridge wear at t h e t o p of t h e ring travel.
This should be done with a dial indicator.
S e t t h e gauge so t h e t h r u s t pin i s forced
in about 114" t o e n t e r t h e gauge in t h e
cylinder bore.
C e n t e r t h e gauge in t h e
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-ofround, 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.
3-27
PISTON AND ROD ASSEMBLY

INSTALLATION
C o a t t h e piston, rings, and cylinder walls
w i t h light-weight engine oil. With t h e bearing c a p removed, install Tool 5-5239 on t h e
bearing c a p bolts. Install e a c h piston in i t s
PLACE Plasfigage FULL WIDTH OF
JOURNAL ABOUT % INCH
OFF CENTER
CHECK WIDTH OF Plostigage
INSTALLING Plastigoge
PLACE PLASTIGAGE FULL WIDTH

OF JOURNAL ABOUT
% INCH OFF CENTER
INSTALLING PLASTIGAGE
CHECK WIDTH OF PLASTIGAGE
Installation of a well-lubricated piston and ring

assembly into its proper cylinder. N E V E R hammer on
the piston head because a ring may have popped out o f
its groove and be broken.
0.002" CLEARANCE
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 determ ined.
3-28
ENGINE SERVICE
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 Plastigage 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 ications 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 measurement. 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 clearance 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. Refill 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.
without water will d a m a ~ ethe water pump,
mined precise moment for maximum efficiency. 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 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 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 consecutive 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 cranks 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 rotate 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
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-
Checking cam lift using Tool 58520.
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 indic 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 Section 3-7.
GMC IN-LINE
3-29
Before removing the crankcase front cover, the ends

of the oil pan gaskets must be cut with a knife.
REMOVAL
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
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
servicing. However, if t h e c a m s h a f t bearings 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
work m u s t b e d o n e including r e m o v a l of t h e
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
under t h e heading: CAMSHAFT BEARING
SERVICE.
T o r e m o v e t h e c a m s h a f t , begin by
removing t h e valve c o v e r and g a s k e t . N e x t ,
loosen t h e valve r o c k e r a r m n u t s until 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,
n o t e t h e position of t h e distributor r o t o r ,
and t h e n r e m o v e t h e distributor.
Next,
r e m o v e t h e ignition coil and s i d e c o v e r
gasket.
Attach a puller t o remove the harmonic (torsional)

balancer.
TAKE TEME t o set up a systern t o k e e p

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
ENSURE e a c h will b e installed back i n t o t h e
e x a c t location f r o m which i t w a s removed.
Pull o u t t h e push rods a n d valve l i f t e r s in
order.
Pull off t h e h a r m o n i c (torsional) balanc 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 , 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 toblock a t t a c h i n g screws. Pull t h e c o v e r
slightly forward.
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
cylinder block a t b o t h s i d e s of t h e c o v e r
w i t h a s h a r p knife, a s shown in t h e a c c o m panying illustration. R e m o v e t h e f r o n t cove r 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.
Remove the screws securing the gear to the camshaft.
3-30
ENGINE SERVICE
Cam with scored lobes.
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 endplay. 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 remove 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.
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 ofround 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
If i t i s o u t m o r e t h a n 0.002" dial
true.
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.
GMC IN-LINE
3-31
The cam MUST clear the oil hole.
Checking camshaft and crankshaft run out.
CAMSHAFT INSTALLATION
C o a t t h e c a m lobes w i t h G.M. Super
Engine Oil Supplement (G.M. P/N 1051858)
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
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
c a m s h a f t assembly in t h e e n g i n e block.
Take c a r e t o move t h e shaft straight into
t h e block a n d n o t t o d a m a g e t h e bearings o r
cams.
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
until t h e valve t i m i n g m a r k s on t h e g e a r
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
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 remove 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 , pressing 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
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) Silic o n e R u b b e r Seal t o t h e joint a t t h e oil pan
a n d cylinder block as shown.
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 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
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
c e n t e r i n g tool will a l s o position t h e s e a l
EVENLY around t h e balancer.
Install, and 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 f r o n t
Checking timing gear backlash.
3-32
ENGINE SERVICE
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
D r i v e t h e hub o n t o t h e
w i t h a mallet.
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
mark.
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
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
new gasket. Install t h e ignition coil. Install
t h e distributor r o t o r a n d cap.
Adjust t h e valves; see S e c t i o n 3-7.
Install t h e a l t e r n a t o r b e l t and adjust i t
according t o t h e Specifications listed in t h e
Appendix.
T A K E CARE to align the one 5/16" and the two

3/8" holes.
A puller must be used to remove the harmonic

balancer. .
CAMSHAFT BEARING SERVICE

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 b e p e r f o r m e d by qualif 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 a n d o v e r s i z e bearings installed.
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
d e a l e r f o r o v e r s i z e bearings available.
3-10 CRANKCASE FRONT COVER

The crankcase cover must be removed
b e f o r e removing t h e c a m s h a f t , t h e crankshaft 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.
Before removing the crankcase front cover, the ends

of the oil pan gaskets must be cut with a knife.
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
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 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 surfaces.
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 compressed 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
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 specific 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
SCRA~CHES
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 clearance. 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 Plast 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
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.

OF JOURNAL ABOUT
'/4 INCH OFF CENTER
lNSTALLlNG PLASTIGAGE
0.002" CLEARANCE
MEASURING PLASTIGAGE
tightened, and then removed, the flattened Pastigage
package and the amount of clearance accurately determined.
GMC IN-LINE
3-35
according to t h e specifications, t h e n a n
undersized i n s e r t should be used.
Lubricate t h e r e a r bearing seal with oil.
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 cranks 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 bearing 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
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.
HOLD CRANKSHAFT
FORWARD
"
. c
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
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 introduced. 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,
The engine has a n unusual valve
1-3-5.
arrangement for t h e port bank of E-I-E-I-IE, 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 1-6-5-4-32.
3-12 ENGINE REMOVAL

Engine hood
t h e engine may
t h e engine will
engine must be
ward in order t o
bly.
covers and panels around

have t o b e removed before
clear.
In all cases, t h e
moved about 6-inches forclear the driveshaft assem-
Removing an engine from the boat using a lifting

bracket.
Disconnect t h e b a t t e r y cables, engineto-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 opening 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-toengine 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, engineto-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.
the lower unit to the engine any time the engine is run Ito prevent damage to the water
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.
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
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.

pumpin the lower unit. Just five seconds
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 twop 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 helic 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
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.

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.
BETWEEN STRAIGHT EDGE
8 GASKET SURFACE
.-
-.
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
Measuring the oil pump end clearance.
Arrangement o f parts for the oil pump pressure

valve in a V 6 engine.
3-38
ENGINE SERVICE
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 cleara 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, rem 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.
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.
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 manifolds, 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, howe 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.
CAUTION: Water must circulate r'nruugh
3-16 INTAKE MANIFOLD

REMOVAL
Packing the oil pump.
D r a i n t h e w a t e r f r o m t h e block. R emove t h e f l a m e arrestor from t h e carbure-
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 . Disc 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 manifold 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 position 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.
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
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 remaining 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 location.
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 proced 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 batt 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.

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 ins 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
Replacing the intake manifold.
R e m o v e t h e i n t a k e manifold; see Section 3-16.

D r a i n t h e w a t e r f r o m t h e block by opening a l l of t h e drain valves.
3-40
ENGINE SERVICE
Pull t h e spark 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 rocker a r m covers.
Disconnect t h e spark plug wires at t h e plugs
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
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 gaskets. R e m o v e t h e rocker arm s h a f t bracketto- cylinder head a t t a c h i n g bolts. R e m o v e
BE
t h e rocker arm-and-shaf t assembly.
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
set u p s o m e kind of system t o hold t h e push
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
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
t h e push rods. Each MUST b e installed i n t o
t h e hole f r o m which i t w a s removed.
The
oil baffle is mounted under t h e r e a r bolts on
t h e right rocker arm- and- shaft assembly.
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
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 n a t o r o u t of t h e way.
R e m o v e t h e exhaust manifolds; see Section 3-15.
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
keep it in sequence t o ensure replacement in the same
location.
ROTATOR
.OCKS
. CAP
SHlE
Arrangement o f valve mechanism parts before and

after installation.
VALVE MECHANISM
C l e a n t h e valves, springs, spring retaine r s , locks, and sleeves in solvent, a n d t h e n
blow t h e p a r t s dry with compressed air.
Inspect t h e valve f a c e and t h e head f o r pits,
grooves, and 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 for grooves. T h e f a c e
m u s t b e t r u e d on a valve grinding machine,
which will r e m o v e minor pits and grooves.
Valves with serious d e f e c t s , o r t h o s e having
heads with a knife e d g e m u s t be replaced.

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
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
3-42
ENGINE SERVICE
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 removed. 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 separa t e l y and use t h e utmost c a r e not t o intermix t h e internal parts. If any one p a r t of
t h e lifter is defective for any reason, replace 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 ensure 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 installed dry than if you fill them with lubricating 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.

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.
A severely burnt exhaust valve face. The valve was

sticking in the guide as evidenced by the gum on t h e
neck of the stem. TAKE TIME t o clean the valve guides
thoroughly.
GMC V6
343
Excessive lubricant leaking past the seal and valve

guides caused this w e t , oily condition.
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 overs 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
cylinder head.
Take time t o do a thorough cleaning
for maximum benefit.
A L WA Y S livft the special driver se;eral "times ;o allow
the grinding particles to fly out, or the valve seat will

become grooved.
3-44
ENGINE SERVICE
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 narrowedoto 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".
L a p t h e valves lightly
.., - i n t o t h e i r seats
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
refinished s u r f a c e s s m o o t h a n d true. Actually, if t h e refinishing job i s done properly,
only a minimum of lapping i s required. Exc e s s i v e lapping will g r o o v e t h e valve f a c e ,
p r e v e n t i n g a proper seat when t h e valve i s
hot.
T e s t e a c h valve t o b e s u r e i t seats in t h e
This test c a n b e
c e n t e r of t h e seat.
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 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
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
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 w a y 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 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 cylinde r head.
Location of the three different lengths of cylinder

head bolts.
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
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 -forward and t h e l e f t s i d e
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 washer, and 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 named.
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
in t h e r i g h t assembly i s f a c i n g up and f o rw 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
f a c i n g up and a f t .

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 .
Check carefully to be sure no foreign
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,
bolt holes, or valve lifter area. Clean out
all bolt holes with
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.
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 part 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.
Assemble t h e springs, r o c k e r a r m s , a n d
Tightening sequence for the cylinder head bolts on a

V6 engine.
GMC V6
3-45
--A
SPRING PAD

Compare this measurement with the Specifications in
the Appendix.
The intake manifold is notched to f i t around the

attaching bolts. Lift the manifold slightly and T A K E
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
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
t h e block will hold t h e g a s k e t s in position.
USE C A R E 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 N O T use a n y sealing compound on head
gaskets, because they a r e coated with a
special l a c q u e r t o provide a good s e a l , o n c e
t h e p a r t s have warmed t o operating temperature.
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 on 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 and c o a t t h e head bolts w i t h s e a l e r .
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
at a time,- making 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 b o l t 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, uneven 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, causing
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 consumption.
Install t h e e x h a u s t manifold t o e a c h cylinder head, see S e c t i o n 3-15. T i g h t e n t h e
b o l t s t o t h e t o r q u e value given in t h e Specif i c a t i o n s in t h e Appendix. Install t h e exh a u s t hoses t o t h e e x h a u s t housing.
Installation o f the front seal on the rail o f the

cylinder block.
R O C K E R 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 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 .
Install t h e i n t a k e manifold; see 3 e c t i o n
3- 16.
3-46
ENGINE SERVICE
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 exh 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.
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, ins p e c t i n g , assembling, a n d installing t h e
All p a r t s
c o m p l e t e piston- rod assembly.
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.
REMOVAL
R e m o v e t h e cylinder heads; see S e c t i o n
3-17.
If a shoulder o r ridge e x i s t s in t h e cylinder bores a b o v e t h e ring t r a v e l , t h e y m u s t
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
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
during removal.
3ef o r e u s i w t h e r e a n e r , t u r n t h e cr8nks h a f t until t h e piston is at t h e b o t t o m of i t s
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
is ton to c o l l e c t t h e cuttings. A f t e r t h e
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
t h e pistcn is at t h e t c p of i t s s t r o k e t o
r e m o v e t h e c l r t h end c u t t i n ~ s .
RIGHT

Identify e a c h piston, c o n n e c t i n g rod, a n d

c a p w i t h a quick drying paint o r silver pencil
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
e x a c t position f r o m which i t w a s removed.
Beginning at t h e f o r w a r d e n d of t h e crankcase, t h e cylinders in t h e p o r t bank a r e
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
2-4-4.
R e m o v e t h e c a p a n d bearing shell f r o m
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 conn 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 b e a r i n g shell in
place. Push t h e piston and rod assembly up
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
OIL SPURT HOLE UP
LEFT
NOTCH ON PISTON
FORWARD
Arrangement of piston and rod assembly parts for
the port bank of a V 6 engine.
Arrangement of piston and rod assembly parts for

the starboard bank of a V 6 engine.
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.

service, o r if t h e piston and rod assembly
h a s been removed, i t i s considered good shop
piston pins, coupled with tight rings, will
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.
precision job. If done in t h e machine shop,

gauge indicator.
GMC V6
3-47
t h e connecting rods will b e aligned so t h e

cylinder walls.
CYLINDER BORES
Inspect t h e cylinder walls for scoring,,
roughness, or ridges which indicate excessive 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
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
PISTONS AND PINS

Remove the compression rings with a n
expander. Remove t h e oil ring by removing
t h e two rails and the spacerexpander,
which a r e separate pieces in each piston's
third groove.
varnish from t h e piston skirts and pins.
NEVER use a wire-brush on any part 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
pistons for cracked ring lands, skirts, or pin
bosses; wavy or worn ring lands; scuffed or
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
grooves for nicks or burrs t h a t might cause
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 clearance in t h e cylinder
bore. The clearance should not be greater
than 0.0025".
The pistons a r e cam-ground, which
means t h e diameter at 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
for size, i t must be measured with microme t e r s applied t o t h e skirt at points 90' t o
t h e piston pin. The piston should be measure d for fitting purposes 1/4" 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
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
-SD
IE
COMPRESSION
wear by measuring t h e worn and unworn

surfaces.
Rough or worn pins MUST b e
replaced. Test t h e f i t of each pin with i t s
piston boss. If t h e boss is worn out-of-round
or is oversize, t h e piston and pin assembly
MUST be replaced. NEVER a t t e m p t t o use
a n oversize pin because t h e pin is a press-fit
in the connecting rod. An easy finger push
f i t at 7 0 ' ~ is all t h a t should be required t o
insert t h e pin i n t o t h e piston. Such a f i t
should allow 0.0003" t o 0.0003'' clearance.
RINGS
The glazed cylinder walls should be
slightly dulled without increasing t h e bore
diameter, if new piston rings a r e t o be
installed. This glazing is best accomplished
using t h e finest grade of stones of a cylinder
hone. The-cylinder bores and piston grooves
must be clean, dry, and f r e e of any carbon
deposits or burrs. New piston rings must be
checked for clearance in t h e piston grooves
and for end g a p in t h e cylinder bores. The
oil rings a r e flexible and do not need t o be
checked for end gap.
To check t h e end gap of compression
rings, f i r s t place each ring in t h e cylinder
into 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 feeler
gauge. Piston rings should have a t least a
0.010" end gap when measured in t h e cylinder bore. If t h e gap is less then 0.010",
t h e ends of t h e ring can be filed carefully
with a fine file until t h e proper gap is
reached. -
GROOVED
DOWN
RINGS-4
/
OIL R I N G 7
EXPANDER
RAIL
SPACER
Proper arrangement o f piston rings.
Checking piston ring side clearance.
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 recornmended 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 replaced.
New compression rings on new pistons
should have a side clearance of 0.003" t o
The oil ring should have a side
0.005".
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 BT6408-4, 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 cylinders, and f a c e a f t for t h e l e f t bank cylinders.
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. Position 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

3-50
ENGINE SERVICE
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 317.
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.
Installation of a well-lubricated piston and ring

assembly into its proper cylinder. The rings should
ALWAYS be compressed with a ring clamp t o prevent
breaking a ring while pushing the piston into the cylinder. NEVER hammer on the piston head, because a ring
may have popped out of its groove and be broken.
rod, install t h e connecting rod guides t o hold

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 spacerexpander 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,
and then install t h e assembly in t h e proper
numbered cylinder bore by compressing t h e
Use t h e
rings with a ring compressor.
wooden end of a hammer handle t o push t h e
piston down into t h e cylinder. NEVER hamm e r on t h e piston in a n a t t e m p t t o g e t i t
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
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 s h a f t , and t h e edge of t h e rod c a p is on t h e
s a m e side a s t h e conical boss on t h e connecting rod web. These marks (the rib and

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

GMC V6
3-51
3-19 CAMSHAFT SERVICE
CLEANING
If t h e engine is t o perform properly, t h e

valves must open and close at a predetermined 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 perm 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 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 mixt u r e t o e n t e r t h e combustion chamber.
Valve movement is a function of t h e cams 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.
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.
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 diame 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 cams 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 cams h a f t bearings and if any one bearing needs
t o b e re p laced, ALL THREE should be
replaced.
CAMSHAFT REMOVAL
Drain t h e w a t e r from t h e block by opening all of t h e drain valves.
Remove t h e intake manifold; s e e Section 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 bracke 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 removed. Remove t h e l i f t e r s and keep them
in order similar t o t h e push rods.
Each
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.
CAMSHAFT BEARING REMOVAL

Removal and replacement of t h e cams h a f t bearings should be perf orrned by qualified mechanics in a shop equipped t o handle
Eowever, In most cases t h e
such work.
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.
C o a t t h e c a m lobes with Kolykote or
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.
T A K E CARE when handling the camshaft not t o damage the cams or the bearings in the block.
3-52
ENGINE SERVICE
Install t h e timing gear, timing chain, and

cover; see Section 3-22.
Replace t h e intake manifold; s e e Section 3-16.
Install t h e engine; see Section 3-12.
Close all of t h e w a t e r drain valves.
3-20 CRANKSHAFT
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
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
connecting rod bearings. Therefore, i t is
highly recommended t h a t t h e rod bearings
be carefully inspected a s they a r e removed;
see Section 3-18.
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 be replaced o r
reground, then this work should be done in a
qualified shop. Attempting t o s a v e t i m e and
money by merely replacing t h e c r a n k s h a f t
bearings will not give s a t i s f a c t o r y results o r
performance.
REMOVAL
Drain t h e w a t e r f r o m t h e block by opening 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 322.
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. Ins 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 polishe 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 indicat 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".
CLEANING
Clean t h e c r a n k s h a f t with solvent and
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
compressed air. Oil passageways lead 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 bearing
journal bore.
Measure t h e d i a m e t e r of e a c h journal a t
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
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 i s 0.0035".
If any of
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
must be reground t o a n undersize, and
undersized bearing inserts must be installed.
While checking t h e runout at e a c h journal, TAKE-TIME t o n o t e t h e relation of
"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" spots on
all journals should c o m e at t h e s a m e angular
location. If t h e "high" spots d o not a p p e a r
to be in t h e s a m e angular locations, t h e
c r a n k s h a f t h a s a "crook" o r "dogleg" in i t ,
making i t unsatisfactory f o r service.
Installation of the main bearing rear seal.
GMC V6
3-53
BEFORE INSTALLATION
TAKE TIME t o r e a d t h e good words in
the next f e w paragraphs before starting t h e
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 information 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 crankcase. 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 grooved. T h e t w o b e a r i n g halves MUST n o t b e
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
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 surfaces.
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
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
t h r u s t s u r f a c e s of t h e bearing shell BEFORE
t h e c a p bolts a r e tightened. T o align t h e
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

OF JOURNAL ABOUT
?A INCH OFF CENTER
INSTALLlNG PLASTIGAGE
CHECK- WIDTH OF PLASTIGAGE

-
0.002" CLEARANCE

OVERLAY WIPED OUT
SCRA~CHES
SCRATCHED BY DIRT
LACK O F O I L
IMPROPER SEATING
FATIGUE FAILURE
bolts just finger tight, then move t h e cranks h a f t f o r e and a f t t h e limit of i t s travel
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.
PLACE Pfostigage FULL WIDTH OF

JOURNAL ABOUT 5/4 INCH
OFF CENfER
CHECK WIDTH OF Plastigage
INSTALLATION
Install t h e upper half of each 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 crankshaft until t h e oil hole is up t o
avoid dripping oil on t h e Plastigage. Whenever 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.
re
/I
PRY FORWARD
-
THRUST BEARING
HOLD
INSTALLING Plastigoge

Place a piece of Plastigage lengthwise

along t h e bottom center of t h e lower bearing 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
Appendix.
PRY CAP
FORWARD
THRUST
BEARING
1)
HOLD CRANKSHAFT
FORWARD
11
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.
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 specifications, i t is advisable t o install a new bearing. 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 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 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.
weight oil. Close all water drain valves.
CAUTION: water must circulate through
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 crankcase. 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,
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 surfaces.
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 opening 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.
point
f l a t t e n e d Plastigaqe at i t s
using t h e scale printed on t h e Plastiqage
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.
-
INSTALLATION
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
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 bearing 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
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.
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 composition 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 installed 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 rep 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 lubric 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
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 replaced 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 oilc 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
INSTALLING Plasfigoge

package and the amount o f clearance accurately determined.
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.
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.
the lower unit to the engine any time the engine is run t o prevent damage t o the water
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 autonaatically tensioned by t w o darnaers a s shown in
Tirrine
t h e accornpanyine illustration.
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 prolonged use, and t h e r e f o r e , r e a u i r e replacem 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 openin? 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 harrnonic 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. Tapping 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 retaining 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 forw 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 , distrib 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
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.
GMC V6
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
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
3-59
installing t h e a t t a c h i n g bolts.
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 bala 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.

-
COMPRESSION TEST1NG CHART

It i s recommended the following quick reference chart be used when
checking cylinder compression pressures. The chart has been calculated 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 compression i s considered satisfactory.
Maximum
PSI
Minimum
PSI
...........101
........ 102
. . . . . . . . . . 104
. . . . . . . . . . 105
. . . . . . . . . . 107
. . . . . . . . . .108
.......... 110
. . . . . . . . . .111
. . . . . . . . . . 113
. . . . . . . . . . 114
. . . . . . . . .115
. . . . . . . . . 117
. . . . . . . . . . 118
. . . . . . . . . . 120
.......... 121
. . . . . . . . . . 123
134
136..
138
140
142
144
146
148
150
152
154.
156.
158
160
162
164
166.
168
170.
172
......... 124
..........126
. . . . . . . . .127
. . . . . . . . . .129
Maximum
PSI
174
176
178
180
182
184
186
188
190
192
194
196
198
200
202
204
206
208
210.
212
Minimum
PSI
. . . . . . . . . . 131
. . . . . . . . . . 132
. . . . . . . . . . 133
. . . . . . . . . . 135
. . . . . . . . . . 136
. . . . . . . . . . 138
.......... 140
. . . . . . . . . . 141
. . . . . . . . . .142
.......... 144
. . . . . . . . . . 145
. . . . . . . . . . 147
.......... 148
. . . . . . . . . . 150
. . . . . . . . . . 151
..........153
.......... 154
..........156
. . . . . . . . . 157
.......... 158
Maximum
PSI
Minimum
PSI
.......... 160
........ 162
. . . . . . . . 163
..........165
. . . . . . . . . . 166
.......... 168
. . . . . . . . . . 169
.......... 171
.......... 172
.......... 174
.......... 175
214
216..
218..
220
222
224
226
228
230
232
234
236.
238
240
242
244
246.
248
250
.........177
.......... 178
.......... 180
.......... 181
. . . . . . . . . . 183
.........184
..........186
..........187
3-60
ENGINE SERVICE
GMC V8 ENGINES
T h e f i r s t of t h e modern large- block engines w a s produced in 1965 w i t h a 396 CID.
Since 1965, t h e e n g i n e h a s b e e n progressively i n c r e a s e d in s i z e t o 402, 427, a n d 454
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.
0
T h e s e 9 0 blocks h a v e a c e n ter- to- center
b o r e spacing of 4.84". T h e p o r t bank cylind e r s a r e numbered 1-3-5-7 and t h e s t a r b o a r d
bank 2-4-6-8. T h e firing o r d e r i s 1-3-4-3-65-7-2.
T h e block and cylinder h e a d s of production models a r e m a d e of cast iron. An
unusual f e a t u r e of t h e h e a d s is t h e angled
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
flow s m o o t h e r through i n t a k e and e x h a u s t
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
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
b e e n installed in your b o a t as original equipm e n t or you m a y have had o n e installed as a
r e p l a c e m e n t engine. Theref o r e , all of t h e
GMC V8 e n g i n e s will b e c o v e r e d in t h i s
section.
In o r d e r t o IDENTIFY t h e e n g i n e s covere 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
REPETITION t h e engines a r e classified as
follows: T h e 265, 283, 300, 305, 307, 327,
350, a n d 400 CID e n g i n e s a r e identified as
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,
402, 427, and 454 C I D engines a r e i d e n t i f i e d
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 simil a r , b u t t h e y a r e interchangehble. Theref 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 differ.
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
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 c a b l e s , engineto- 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, and f u e l lines.
B e sure t o plug the fuel line to stop fuel
Drain t h e w a t e r f r o m t h e block by openi n g a l l of t h e drain valves.
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
used with a l e n g t h of chain. Run t h e c h a i n
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
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
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 bolts on t h e m o u n t i n g 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 i s t o o
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
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
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 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
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
10.
ENGINE INSTALLATION
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 necess 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
Removing an engine from the boat using a lifting

bracket.
GMC V8
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 propeller.
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.
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 engine is run to prevent damage to tk water
pump in the lower w i t . Just five seconds
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.
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
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.
ENGINE SERVICE
3-62

w e i g h t oil.
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 twop 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 helic 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 openinn 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
BODY

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
If a n y s i d e
should be only a slip f i t .
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
SPRING
PIN
P l CKUP
Arrangement of parts for the oil pump assembly

used on a small-block V 8 engine.
Oil pump properly installed.
then measure the clearance between t h e

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, rem 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 remove 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.
INSTALLATION
Assemble t h e pump a n d e x t e n s i o n s h a f t
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
t h e t o p e n d of t h e extension s h a f t aligned
w i t h t h e drive t a n g on t h e lower e n d of t h e
distributor driveshaf t. Install t h e pump-tor e a r b e a r i n g c a p bolt. The c o r r e c t position
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
e d g e parallel t o t h e oil pan rails.
Install t h e oil pan, see S e c t i o n 3-24.
Fill t h e c r a n k c a s e w i t h t h e proper oil.
GMC V8
3-63
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 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 engine. Discard a l l g a s k e t s a n d seals.
CLEANING
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 manifold o r a c r a c k in t h e head.
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
cylinder block. BE SURE t h e pointed e n d s
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
head.
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 on t h e head and
t h e manifold. 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.
Set the intake
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
t w o guide bolts on e a c h side.

REMOVAL
D r a i n t h e w a t e r f r o m t h e block by openi 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 . Disc 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.
distributor housing i n d i c a t i n g t h e position of
Placement of manifold gaskets and seals prior to

installing the manifold.
3-64
ENGINE SERVICE
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 location.
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 Specifications 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
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 proc 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 batt 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.
pump in the lower unit. Just fiCe seconds
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
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 manifolds, 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, howe 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.
the lower unit to the engine any time the engine is rum to prevent damage to the water
FRONT
Tightening sequence for the intake manifold bolts on

a small-block engine.
Installation of the manifold.
GMC V8
3-65

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.
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 inspecting, a n d installing t h e cylinder head,
including s o m e of t h e work t h a t m a y b e
accomplished while t h e h e a d i s removed.
REMOVAL
Drain t h e w a t e r f r o m t h e block by opening a l l 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 e x h a u s t manifolds, see Section 3-27.

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 gaskets. 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

set u p a s y s t e m f o r keeping t h e pushrods,

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
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
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 .
R e m o v e t h e cylinder h e a d bolts, c y l i n d e r
heads, a n d gaskets. P l a c e e a c h head assembly on i t s side. Use a valve c o m p r e s s i o n
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 , a n d
spring.
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
do not have a damper spring.
Removal o f the valve locks which release the other

valve parts.
3-66
ENGINE SERVICE

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.
C o n t i n u e removing t h e p a r t s until 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 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
Example! of a severely burned exhaust valve face.

The valve M ]as sticking in the guide as evidenced b y the
gum on the neck of the stem. T A K E TIME to clean the
valve guide thorough1 y.
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

The run-out should not exceed 0.002".

GMC
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
s h a r p e r , t h e valve will run t o o hot.
VALVE SPRINGS
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
spring 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 valve
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
NOT MORE
THAN H.5"
3-67

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
HYDRAULIC VALVE LIFTERS

LOCK RING
D i r t , d e p o s i t s of gum, and a i r bubbles in

d i r t and gum c a n k e e p a c h e c k valve f r o m
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 separa 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 engine 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.
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 opera 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" overs 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
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.
Use a wire brush to clean carbon from the cylinder

head.
Take time t o do a thorough cleaning for
maximum benefit.
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 narrowedoto 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. Actually, if t h e refinishing job is done properly,
only a minimum of lapping is required. Excessive 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
c e n t e r of t h e seat. This t e s t c a n be accur a t e l y done by f i r s t coating t h e valve f a c e

stems installed.
GMC V8
3-69
A damaged rocker arm stud in a small-block engine

must be removed with a stud puller, because the studs
are pressed in.
Coat a new rocker arm stud wtth E P lubrtcant, and

then drive it into place with the tool shown. This tool
will establish the proper depth for the stud.
3-70
ENGINE SERVICE
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 assembly.
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 part 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.
TO SPECIFICATIONS
/ REFER
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 forward; 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.
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.

the Appendix.
SMALL V8 ENGINES
Begin, by c o a t i n g t h e valves w i t h a libe 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
Now, p l a c e t h e valve spring,
removed.
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.

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 temperature.
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 consumption.
Install t h e e x h a u s t manifold t o e a c h cylinder 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 Specif i c a t i o n s in t h e Appendix. Install t h e exh 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
3-29 VALVE LASH ADJUSTMENT

The first procedure in t h i s section covers:
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 conditions 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 (rocke 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 determined 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.
EXHAUST
'This procedure covers:
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 revolution f r o m i t s position in t h e previous proced 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 bala 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 previous 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 pref 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 section, 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 revolutions for t h e lifter t o bleed down before
DO NOT
making a f u r t h e r adjustment.
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. Adjustm 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 engine 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.
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, inspecting, assembling, a n d installing t h e
All p a r t s
c o m p l e t e piston- rod assembly.
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 ins 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
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 cylind 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
b e t w e e n t h e grooves) m a y b e d a m a g e d during removal.
Before using t h e r e a m e r , t u r n t h e cranks 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 cylinder walls wear the most at the top. A11 measurements
been surfaced with a fine hone t o remove the glaze for

piece of rubber hose to prevent damage t o the crankshaft bearing surface by the rod threads scraping as the
piston assembly is removed.

more than 1/32" below the bottom of the ridge.
3-74
ENGINE SERVICE
Identify e a c h piston, connecting rod, a n d

e x a c t position from which i t was removed.
Beginning a t t h e forward end of t h e crankcase, 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 connecting rod bolt guide hose on t h e bolts t o
hold t h e upper half of t h e bearing shell in
and o u t of t h e cylinder. It will be necessary
t o turn t h e crankshaft slightly t o disconnect
assemblies and t o push them o u t of their
cylinders. Remove t h e guides and install
p a r t s matched, and t h e assemblies hung or
placed in order.

service, or if t h e piston and rod assembly
has been removed, i t is considered good shop
piston pins, coupled with tight rings, will
disappear a s t h e engine loosens.
precision job. If done in t h e machine shop,
t h e connecting rods will be aligned so t h e
cylinder walls.

permit the new rings t o seat properly. T A K E CARE
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 gasoline, 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
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 recommended 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 replaced.
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.
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.
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



Comparing any difference will indicate the amount o f
wear.
Using a micrometer t o measure the piston

circumference.
Check used pistons for out-ofroundness at the same time.
3-76
ENGINE SERVICE
ADAPT0 R
PILOT
P I S T ~ NPIN
CONNECTING ROD
GAUGE
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
The oil ring should h a v e a s i d e
0.0032".
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 BT6408-4, 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 cylinders, a n d f a c e a f t f o r t h e l e f t bank cylinders.
Assemble t h e piston a n d rod on t h e
Lubricate t h e
spring-loaded guide pin.
piston pin t o avoid d a m a g e when i t is

as shown.
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.
Grinding ring ends to obtain proper end gap.
GMC V8
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 micromet 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
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
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.
3-77
piston boss.
If t h e boss is worn out-ofround, 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 excessive wear. Check t h e cylinder gauge at t h e
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
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.

gauge indicator.
3-78
ENGINE SERVICE
RINGS
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 segm 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
Now
using t h e upper end of a piston.
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
fine file until t h e proper gap is reached.
Using a ring compressor t o install the assembled

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
GMC V8
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,
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
e n g i n e oil. Position t h e crankpin s t r a i g h t
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
Use t h e
rings w i t h a ring compressor.
wooden e n d of a h a m m e r handle t o push t h e
piston down i n t o t h e cylinder. NEVER hamm 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
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
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 connect 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)
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
t h e s a m e crankpin. C h e c k t h e e n d c l e a r 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
crankpin. T h e c l e a r a n c e should be b e t w e e n
0.005" a n d 0.012".
SCRATCHES

OF JOURNAL ABOUT
% INCH OFF CENTER
INSTALLING
2" CLEARANCE

package and the amount o f clearance accurately determined.
SCRATCHED BY DIRT
LACK O F O I L
TMPROPER SEATING
I
ROM ENTIRE SURFACE
TAPERED JOURNAL
3-79
RADIUS RIDE
3-80
ENGINE SERVICE
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 328.
w e i g h t oil.
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.
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 perm i t t h e e x h a u s t gases t o l e a v e t h e combust 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 mixt 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 .
REMOVAL
D r a i n t h e w a t e r f r o m t h e block by opening 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 333.
Pull t h e s p a r k plug w i r e s f r o m t h e brackets 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 removed.
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 rernoved.
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
wipe t h e journals d r y w i t h a lint- free cloth.
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 diame 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
Checking the cam shaft l i f t using a special tool

inserted through the push rod hole in the head.
Example of damaged cam lobes.
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-ofround 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 ms 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 replaced.
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 qualif i e d m e c h a n i c s in a shop equipped t o handle
such work.
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.
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 engine oil a n d t h e c a m s h a f t lobes w i t h "Molykote" 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
TAKE
a s s e m b l y i n t o t h e e n g i n e block.
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.
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.
Install t h e valve c o v e r s w i t h NEW gaskets.
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.
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 opening a l l of t h e drain valves.
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 conn 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-ofround, 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
c r a n k s h a f t should b e r e p l a c e d or reconditioned 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
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 surfaces. 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 undersized 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 journal 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
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.
Removing the rear main bearing cap oil seal using a

screwdriver.
BRIGHT POLISHED SECTIONS
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TAPERED JOURNAL
RADIUS RIDE
FATIGUE FAILURE
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 information 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 completion.
Main bearings a r e of t h e precision insert
type and d o not utilize shims for adjustment. If c l e a r a n c e s a r e found t o be excessive, 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
ground 0.009" undersize only on t h e main
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
".009" will be
t h e following markings:
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 bearing clearance.
SEALER
Use a rounded tool to roll the top oil seal into its
groove after it has been well lubricated.
ER
Proper installation of the seal in the rear main

bearing cap.
After new main bearing inserts have been installed,

measure the cranlcshaft end play. The clearance for the
small-block engine should be 0.002" t o 0.006", and for
the large-block engine, 0.006" to 0.010".
3-84
ENGINE SERVICE
PLACE Plostigoge FULL WIDTH OF

JOURNAL ABOUT Yi INCH
OFF CENTER
CHECK WIDTH OF Plostigoge
INSTALLING Plartigoge

INSTALLATION
With engine held in t h e bottom-up position, 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 cranks 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
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 crankcase. Place paper shims in t h e upper half of
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 bearing 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
Appendix.
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
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 specifications, i t is advisable t o install a new bearing. 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
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.
-.
)
II
PRY FORWARD
THRUST BEARING
HOLD
CRANKSHAFT
FORWARD
1)
4\
PRY CAP
BACKWARD
PRY CAP BACKWARD
H O L D CRANKSHAFT
FORWARD
THRUST
BEARING
11
T I G H T E N CAP
'J
crankshaft forward, then prying the main bearing cap backward, and finally tightening the bolts to the torque value
Install t h e oil pan, see S e c t i o n 24.

Install t h e flywheel a n d coupler.
w e i g h t oil.
MAIN BEARING REMOVAL

Drain t h e w a t e r f r o m t h e block by opening all of t h e drain valves.
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 satisf 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 complete.
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 adjustm e n t . If c l e a r a n c e s a r e found t o be excessive, 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 bearing 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.
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 compressed 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
turn the crankshaft
bottom- up position,
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 bearing 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
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
round journal (0.001" m a x i m u m ) b e s u r e t o

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
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
minimum d i a m e t e r a n d t h e journal is out-ofround 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
b e a r i n g and t h e journal will r e s u l t i n rapid
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 s t i c t a p e r s t o w a r d t h e middle or ends,
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 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
b e a r i n g o r journal. BE SURE t o m e a s u r e t h e
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
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"
difference.
If t h e b e a r i n g c l e a r a n c e i s within specif 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 .
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 ,
r e p l a c e t h e insert. ALWAYS r e p l a c e b o t h
t h e upper and lower i n s e r t t o g e t h e r as a
unit. NEVER just o n e half.
If a new bearing is being installed i n t h e
c a p , and t h e c l e a r a n c e is less t h a n 0.001",
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.
A s t a n d a r d 0.001" o r 0.00211 undersize
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
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 unders 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
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
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.
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 .
C l e a n t h e c r a n k s h a f t journal w i t h solvent and wipe i t d r y w i t h a lint-f r e e cloth.

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
bearing) f o r nicks, burrs, o r b e a r i n g partic l e s t h a t would c a u s e b e a r i n g wear.
If t h e r e a r m a i n b e a r i n g is being rep 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
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 block half of t h e r e a r oil s e a l , i t will b 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
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
just a hair (not over 1/32 inch).
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
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
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
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
t h e seal. USE EXTRA CARE w h e n working
around t h e journals n o t t o s c r a t c h o r dama g e t h e highly finished s u r f a c e s in a n y way.
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
w i t h oil a n d t h e n i n s e r t t h e plain (unnotche 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
OF JOURNAL ABOUT
'A INCH OFF CENTER
INSTALLING PLASTlGAGE
0.002" CLEARANCE
MAIN BEARING INSTALLATION

Install a main bearing removing a n d ins 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.
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
h a v e d i f f i c u l t i e s removing t h e bearing, i t
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 ,
see t h e f i r s t p a r t of t h i s section.
GMC V8
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 cranks 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
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.
w e i g h t oil.
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.
3-87
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
driven firmly into its groove with the tool shown.
REMOVAL-
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 subj 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 opening 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 damp 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 cranks 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
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-toc 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 position, 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 mshaft. 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.
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 Spcific 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.
the lower unit t o the engine any time the engine is run to prevent damage to the water
TIM
Remove the timing chain and camshaft sprocket as

an assembly after the three camshaft sprocket retaining screws have been removed.

of the crankshaft and the camshaft.
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
Crankshaft
t h e s t r o k e increased t o 3.50".
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
Another
f r o m 1974-76 is 1-3-4-2-6-3-7-8.
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
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
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
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
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
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 necess 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 propeller.
Install t h e bell housing-toengine 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.
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.
3-90
ENGINE SERVICE
3-36 OIL PUMP
REMOVAL
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 helical gear on t h e camshaft.
A baffle is
p r e s s u r e loss d u e t o sudden stops.
D r a i n 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 d r a i n valves.

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 sepa 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- ands 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.
w e i g h t oil.
t h e lower unit to the engine any time the engine is run to prevent damage to the water
OIL PUMP REMOVAL

Drain t h e w a t e r f r o m t h e block by opening a l l of t h e d r a i n valves.
R e m o v e t h e oil pump i n l e t tube- ands 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.
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 picku 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 assembly. 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
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.

weight oil.
the lower u n i t to the engine any time the engine is run to prevent damage to the water

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 opening 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 manifolds, see C h a p t e r 9, Cooling.
INSTALLATION
FACTORY GASKETS ARE USED bet 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
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

REMOVAL
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 . Disconnect 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.
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. Disc a r d a l l g a s k e t s a n d seals.
CLEANING
manifold, t h e cylinder heads, a n d t h e block.
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. Rep 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.
GASKET 9 4 d 7
HEATER HOSE FITTING
(NIFOLD-TOBLOCK
REAR SEAL
/ MANIFOLD T944O lHEAD GASKET
9Ap24
TEMPERATURE
INTAKE MANIFOLD
MANIFOLD-TO-
MANIFOLD-TO-BLOCK FRONT SEAL

THERMOSTAT 8575
COOLANT OUTLET HOUSING
Details of the intake manifold.
Tightening sequence of the intake manifold bolts.
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
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 brackets on t h e valve r o c k e r a r m covers. Conn 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.
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 was 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 p r o c e d u r e s t o t i m e t h e engine properly.
S t a r t t h e engine and c h e c k f o r leaks.
the lower unit to the engine any time the engine is run t o prevent damage t o the water
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
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
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
t o t h e t o r q u e value given in t h e Specifications in t h e Appendix.
FORD V8
3-93
Take time t o set-up a system for keeping the push

rods in order as they are removed in order t o ensure
each one is replaced in exactly the same location from
which it was removed. Note the rack for this purpose
in this illustration.
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, and t o m a k e t h e c o r r e c t valve
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
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 inspecting, and installing t h e cylinder head,
instructions, including s o m e of t h e w o r k
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
D r a i n t h e w a t e r f r o m t h e block by opening a l l of t h e d r a i n valves.
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
General view o f the V 8 engine prior t o removal of

t h e intake manifold.
ALWAYS keep the valve lifters in order as they are

removed so they will be installed in the same location
from which they were removed.
3-94
ENGINE SERVICE

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 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 gaske 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.
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. Remove 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 retaine 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
Removing the valve collet using a valve spring

compressor.
Exploded drawing showing principle parts o f the

valve mechanism on t h e Ford V 8 engine.

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

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
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. Excess 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 tion.
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
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
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.
VALVE SPRINGS
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
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
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
VALVE
SPRING
CLOSE
COILS
Enlarged Giew of a coil spring to show the differences in the coil windings at the ends. Install the spring
with the close wound coil end towards the head.
b e replaced.
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
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
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
surface, as shown. Replace defective springs.
The valve spring tension should be checked with an

accurate tester and torque wrench.
ALWAYS keep t h e l i f t e r assemblies in

proper sequence when t h e y a r e being removed. 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 separa t e l y and use t h e u t m o s t c a r e n o t t o intermix 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,
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
c a n be m a d e by depressing t h e plunger with
your finger. The trapped air should partially
return t h e plunger if t h e l i f t e r is operating
properly. If t h e l i f t e r i s worn, o r if t h e
check valve i s not seating, t h e plunger will
n o t return.
Install t h e assembled l i f t e r s in t h e
engine dry, paying c a r e f u l a t t e n t i o n t o ens u r e e a c h one is returned t o i t s original
position.
The l i f t e r s will bleed t o t h e i r
c o r r e c t operating position quicker if installed dry t h a n if you fill t h e m with lubric a t i n g oil prior t o installation.
VALVE OPEN
FORD V8
3-97
Arrangement of valve lifter parts.
RECONDITIONING GUIDES AND SEATS

R e m o v e t h e 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.
Valve s t e m guides a r e not replaceable.
If a valve s t e m has excessive 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" oversize, with
a reamer.
Valves w i t h 0.003" oversize
s t e m s a r e available f o r service.
The s e a t i n g of t h e valves must be perf 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
ALVE
CIRCLE
Relationship of the cam lobe as the camshaft rotates. The cam moves the valve lifter to the valve open position
3-98
ENGINE SERVICE
RUNOUT GAUGE
I 1
Use a wire brush to clean carbon from the cylinder

head. Take time t o do a thorough cleaning for maximum benefit.
f a c t o r i s t h e cooling of t h e valve heads.

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 , reconditioning 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.

ALWAYS l i f t the special drive several times t o allow
the grinding particles t o f l y out, or the valve seat will

become grooved.
A f t e r the seat has been reground, check t o be sure

The run-out should not exceed O.OOZff.

stems installed.
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
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 bearing 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 replaced, 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
TAKE EXTRA
required oversize stud.
CARE t o be sure m e t a l particles do not
e n t e r t h e valve area.
.... . . . ..
...
....
....
A pressed-in valve rocker arm stud can be removed

using tool 5-5802.
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
t h e assembled height i s up t o specification.
C o a t t h e end of t h e new stud with Lubrip 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.
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 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 cylinder 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
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 excessive 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 Specifications in t h e Appendix.
NEVER install spacers unless i t is necessary
Installing the valves into the cylinder head.
Measuring the height o f the installed valve spring.

the Appendix.
Head bolt tightening sequence for the Ford V - 8

engine.
Install t h e e x h a u s t manifolds; see Sect 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 equival 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
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 cylind 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.
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
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 following 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
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:
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
sion strooke for the HAnposition. A chalk mark is then
made 90 apart for points ItBf*and Hbl.
e v e r , 0.030" s h o r t e r push rods, o r 0.030"

longer rods a r e available.
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 positions a r e designated by t h e l e t t e r s A, B, a n d
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
by f i r s t turning t h e crankshaft t o e a c h of
t h e t h r e e positions indicated in t h e diagram,
and t h e n checking t h e valve c l e a r a n c e s at
e a c h position as follows:
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 check- t h e following valves:
For the Ford 302 CID
175 hp
Position A
With t h e No. 1 piston at 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
following valves:
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:
Using a feeler gauge to check the collapsed hydraulic 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:
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
BE SURE t h e f e e l e r
b e 0.083" t o 0.183".
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.
FORD V8
3- 103
3-41 PISTON, RING, AND ROD

SERVICE
This section provides detailed procedures
for removing, disassembling, cleaning, inspecting, assembling, and installing t h e
All p a r t s
c o m p l e t e piston-rod assembly.
MUST be kept together because if t h e old
pistons a r e serviceable, they MUST be installed 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 Section 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 cylind 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
may be damaged o r t h e ring lands c r a c k e d
during removal.
Before using t h e reamer, turn t h e cranks h a f t until t h e piston i s a t t h e bottom of i t s
stroke, and then place a cloth on t o p of t h e
piston t o collect t h e cuttings. A f t e r t h e
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 cylinder walls wear the most at the top. All measurements
been surfaced with a fine hone to remove the glaze for

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

e x a c t position f r o m which i t was removed.

more than 1/32'' below the bottom of the ridge.
3-104
ENGINE SERVICE

precision job. If done in a machine shop, t h e
connecting rods will be aligned s o t h e
cylinder walls.
CYLINDER BORES
permit the new rings t o seat properly. TAKE CARE
compression.
Remove t h e c a p and bearing shell f r o m

No. 1 connecting rod, then install a conn 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
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
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
p a r t s matched, and t h e assemblies hung o r
placed in order.
Inspect t h e cylinder walls f o r scoring,

roughness, o r ridges which i n d i c a t e excessive wear. Check t h e cylinder gauge at t h e
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
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

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
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.
Preignition caused this piston crown to melt.
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 spacerexpander, 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.

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
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
of t h e pistons.
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
shows signs of e x c e s s i v e wear. Inspect t h e
grooves f o r nicks o r burrs t h a t m i g h t c a u s e
t h e rings t o hang-up. M e a s u r e t h e 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)
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
l i m i t s given in t h e Specifications in t h e
Appendix.
T h e pistons a r e cam- ground, which
means t h e diameter at a right angle t o 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
t o t h e piston pin. When a piston i s c h e c k e d
f o r size, i t m u s t b e m e a s u r e d with micromet e r s applied t o t h e s k i r t a t points 90' t o t h e
piston pin. T h e piston should be m e a s u r e d

gauge indicator.
FORD V8
3- 105

Comparing any difference will indicate the amount of
wear.
f o r f i t t i n g purposes 114" below t h e b o t t o m

of t h e oil ring groove.
I n s p e c t t h e piston pin b o r e s a n d piston
pins f o r w e a r . Piston pin bores a n d piston
pins m u s t b e f r e e of varnish o r s c u f f i n g
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
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
g r e a t e r t h a n 0.000IM, t h e piston a n d / o r
Inspect t h e b e a r i n g s u r f a c e s of t h e
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
w e a r by m e a s u r i n g t h e worn and unworn
Rough or worn pins MUST b e
surfaces.
replaced. T e s t t h e f i t of e a c h pin with i t s
piston boss.
If t h e boss i s warn out-ofround, 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.

3106
ENGINE SERVICE
RIGHT BANK
RINGS
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 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 compression 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
twisted slightly. These rings maintain this
position for t h e life of t h e ring because t h e
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
s e g p e n t s (rails) and a spacer. Piston rings
a r e furnished in standard sizes and 0.010",
0.02OU, 0.030'" and 0.040" oversize.
To
c h e c k t h e end gap 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 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
LEFT BANK
ARROW TOWARD
FRONT OF ENGINE
NUMBERED SIDE OF ROD

View looking AFT to indicate piston and rod location
for both banks-of a Ford V8 engine.
g a p with t h e c l e a r a n c e s
Appendix. If t h e g a p is less
t h e ends of t h e ring c a n be
with a f i n e . file until t h e
reached.
given in t h e
t h a n specified,
filed carefully
proper g a p i s
OIL RING SPACER
COMPRESSION RlNG
COMPRESSION RlNG
F R O N T O F ENGINE
Diagram of piston ring spacing.
An arbor press and special tool should be used to

press the pin through the piston.
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 e r ring set.
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

as shown.
FORD V8
3-107
The piston ring side clearance MUST NOT exceed

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 numb 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 cylind 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.
Grinding ring ends to obtain proper end gap, if

another ring set with the desired gap cannot be found.
3- 108
ENGINE SERVICE
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
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 butted, 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
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 compressor. 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 outboard 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 installation 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
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
FORD V8
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
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 339.
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 Section 3-37.
w e i g h t oil.
CAUTION. Water must circulate through
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 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 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 perm 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 combust 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 mixt 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
/
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.
FUEL PUMP
CENTRIC 6287
Camshaft and associated parts.
BORE PLUG
3- 1 10
ENGINE SERVICE
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 operating 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 pedest 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 Specifications 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 replaced.
Remove t h e dial indicator and t h e auxiliary 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.

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 bracke 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.
FORD V8
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 removed.
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.
3-1 1 1
Example of damaged cam lobes.
After all of t h e lifters have been

moved and placed in order, remove
camshaft thrust plate. CAREFULLY
move t h e c a m s h a f t by pulling i t straight
t h e f r o n t of t h e engine.
rethe
reout
CLEANING
ALWAYS handle t h e shaft CAREFULLY t o
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 diame 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-ofround 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 exceeded 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
CAMSHAFT BEARING SERVICE

Removal and replacement of t h e cams h a f t bearings should be performed by qualified mechanics in a shop equipped t o handle
such work.
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.
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.
Cover t h e c a m s h a f t journals with a coating 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 Specifications 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. Position 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 compression stroke, and then position t h e distributor 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
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 gaskets and tighten t h e attaching screws t o t h e
t h e Appendix.
CAUTION Water must circulate through
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.
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 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
CLEANING
CRANKSHAFT INSTALLATION

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
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.
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 cranks h a f t until t h e oil hole i s down away f r o m
SEALER
SEALER
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
@+
318
REAR FACE OF REAR MAIN BEARING

CAP AND CYLINDER BLOCK
Places t o apply sealer t o the main bearing cap and

the block t o minimize the possibility of an oil leak.
"IEW
AT PART'NG
FACE OF SPLIT, LIP-TYPE
CRANKSHAFT SEAL
Details of the crankshaft rear oil seal installation.
FORD V8

OF JOURNAL ABOUT
'/4 INCH OFF CENTER
INSTALLING PLASTlGAGE
3-115
0.002" CLEARANCE
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

Plastigage. Whenever you turn t h e cranks 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 bearing 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 Specifications 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 using t h e s c a l e printed on t h e Plastigage envelope.
T h e number within t h e graduation
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 minimum clearance and t h e narrowest point is
t h e maximum c l e a r a n c e The d i f f e r e n c e bet 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 Appendix.
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 bearings in combination with t h e standard bearings. 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 standa 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
3- 1 16
ENGINE SERVICE
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 cranks h a f t forward with a l a r g e screwdriver
against t h e thrust surface of t h e upper bearing 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 bearings. 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 cranks 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 bearing 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#
11
"
" -
properly aligned. Loosen t h e c a p bolts and

r e p e a t t h e thrust bearing installation procedure. 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 properly 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 described 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 connecting rod and i t s crankshaft journal and
c o m p a r e your measurement with t h e Specifications 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 f i l t e r and t h e fuel pump.
Fill t h e c r a n k c a s e with t h e proper
weight oil.
PRY FORWARD
THRUST BEARING
FORWARD
/I6
11
HOLD CRANKSHAFT
FORWARD
THRUST
'
PRY CAP BACKWARD
crankshaft forward, then prying the main bearing cap backward, and finally tightening the bolts t o the torque value

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 solvent 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 particles t h a t would cause bearing wear.
If t h e rear main bearing is being replaced, 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
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 FINGERTIGHT.
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 crankshaft 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 BEARING: First, clean t h e oil seal groove with a
brush and lacquer thinner. If t h e bearing
3- 1 18
ENGINE SERVICE
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 outside 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 engine; see Section 3-34.
weight oil.
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 subject 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. Remove 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 cranks 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.
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
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 sprock 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 T53L-200-A
/0)
TOOL
T58P-6700-B
OR 6700-8
v-e
OIL SLINGER

of the crankshaft and the camshaf t.
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
g a s k e t section. Now, c o a t t h e g a s k e t surf 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
Coat the
pan- to- cover a t t a c h i n g bolts.
cover- to- block a t t a c h i n g bolts w i t h oil-res 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 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 equival 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 prev e n t d a m a g e t o t h e seal. C o v e r t h e cranks 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 Specif 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
PumpR 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
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.
w e i g h t oil.
the lower m i t t o the engine any time the engine is run to prevent damage t o the water
TOO L ~ 6P1- 6 0 1 % ~
0 R 6059-F
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.
Using a timing light to accurately adjust the ignition

timing t o the manufacturer's specifications. Performance and fuel consumption are both directly dependent on precise timing.
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 , conn 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 performa 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 perf 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 orde 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 problems. 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 nozz 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-andf 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 manifold.
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
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 disc 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 catching 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 res 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 mentioned.
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 possibilities.
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 elimin 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 probl 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.
PUMP
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 questionable, 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 engine from running smoothly include: An a i r
leak in t h e intake manifold; uneven compression 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 prevent 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 increases 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
A bent
n o t e of t h e propeller condition.
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 running and t h e line between t h e fuel tank and
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; rernoving; 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
pulling t h e fuel diaphragm upward. This

upward movement compresses t h e diaphragm 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.
The
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 downward, 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 carbur 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 condition exists when t h e c a r b u r e t o r f l o a t needle 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 press 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 diaphragm and the fuel pump MUST be replaced.
From this description and t h e accompanying 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 carbur 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 indic 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 rem 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
If fuel is
on t h e dual-diaphragm pump.
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 repaired. 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 flooding.
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.
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 syst 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
stabilize.
The p r e s s u r e reading should be
b e t w e e n 3.5 a n d 5.5 psi.
Arrangement o f pressure gauge and container t o

test fuel pump pressure and volume.
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
F O U R A N D SIX CYLINDER
Pulsator Cover
P u l s a t o r Diaphra g m
Outlet Valve
Inlet Valve
Diaphragm Assembl y
Diaphragm Spring
7 O i l Seat
8 F u e l Cover
9 Rocker Arm Return Spring
1
2
3
10 Rocker Arm and L e v e r Assembly 4
11 P i v o t P i n
5
12 Pump Body
6
O i l Seal and Retainer 7 P i v o t P i n

Diaphragmspring
8 Rocker Arm and L e v e r Assembly
Diaphram Assembly
9 Rocker Arm Return Spring
Inlet Valve
10 F u e l Cover
Outlet Valve
11 Pulsator Diaphragm
Pump Body
12 P u l s a t o r Cover
Cutaway views of two fuel pumps.
4-6
FUEL
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
adaptor. Lay down a bead of Permatex,

Form-A-Gasket, or equivalent, on t h e gask 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.
FUEL FILTER REPLACEMENT

Most marine engines have s o m e type of
This filter should b e
in-line fuel filter.
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 retaining clamps.
Install NEW clamps on t h e hoses. Connect 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 securely.
S t a r t t h e engine and check f o r
leaks.
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.
Arrangement of fuel filter parts at the carburetor.
Clean flame arrestor every 50 hours of operation.

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 solv 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 carburetor 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 increasing 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 ec 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 lowspeed j e t h a s a n a d j u s t a b l e
needle t o compensate for changing atmosp 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
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 res p e c t t o t h e number of b a r r e l s in t h e carb 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 clim a t e s ) , f u e l will begin t o breakdown in
A gummy substance
a b o u t f o u r months.
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 carburetor.
Even w i t h t h e high p r i c e of f u e l , removing 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 STABE, 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 regulations 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 moist 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.
4-10
FUEL
4-1 ROCHESTER BC CARBURETOR
REMOVAL
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 include:
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
n
s t a r t s , and s ~ ~ d d estops.
This assembly contains t h e main metering 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 arrangement 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.
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 stake d ends level with t h e choke shaft. Remove
t h e choke valve plate retaining screws from
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 remove 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
GASKET
THERHOSTATIC COIL
4-
x
RETAl N lNG SCREWS
ROCHESTER BC
4- 1 I

THE ROCHESTER BC
Tip of an idle mixture adjusting needle bent from

being forced into its seat and against the closed throttle 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 thrott l e lever and pump arm. Remove t h e pump
assembly f r o m t h e bowl. Emerse t h e plunge 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 thrott l e body a t t a c h i n g screws and gasket. Remove t h e idle mixture needle adjusting
screw and spring from t h e t h r o t t l e body.
P l a c e all of t h e m e t a l p a r t s in a screent 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 abnormal 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
Check operation of t h e choke valve when

i t i s assembled in t h e cover.
ALWAYS replace t h e fuel f i l t e r when
making a carburetor overhaul.
The fuel pump system can be checked in
t h e following manner: First, pour about 1112" of gasoline into t h e c a r b u r e t o r bowl.
Next, slide t h e pump plunger from t h e c a n
of gasoline into t h e pump cylinder. Position
t h e discharge check ball into t h e body.
Now, raise t h e plunger and press lightly on
t h e s h a f t t o expel air from t h e pump passage. Hold t h e discharge ball down firmly in
i t s s e a t with a small, clean brass rod. Raise
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-ands e a t assembly, a r e found in a carburetor kit
available from t h e local marine dealer.
ASSEMBLING THE
ROCHESTER E
K
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
c e n t e r i t by depressing t h e spring with o n e

finger. Install t h e pump plunger assembly.
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
t h e bowl and c o n n e c t t h e pump link t o t h e
t h r o t t l e lever and pump arm. Now, install
t h e hairpin retainers at both t h e upper and
lower ends of t h e link. Drop t h e large s t e e l
ball into t h e pump discharge c a v i t y of t h e
bowl and position t h e spring on t o p of t h e
ball.
2- Insert t h e index end of t h e pump
discharge guide i n t o t h e spring and press t h e
guide down until i t is flush with t h e s u r f a c e
of t h e bowl.
+. 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 securely. Hold t h e pow& piston s t e m down, and at
POWER VALVE
ROCHESTER BC
t h e s a m e time, install t h e power ball,

spring, and plug. Tighten t h e plug securely.
Install a new fiber washer in t h e float
needle seat well, and then install t h e seat
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.
4- Float Level Check: Place t h e proper
gauge over t h e floats with t h e gasket in
position. The floats should b e equally cente r e d in t h e float gauge cutouts and they
should just touch at their highest point.
GAUGE SHOULD JUST
TOUCH FLOAT AT
HIGHEST POINT
FLOAT MUST BE I
CENTERED BETWEEN
GAUGE LEGS
4-13
6- Float Drop Check:

Measure t h e
distance from t h e bottom sf t h e float t o t h e
a i r horn gasket, a s shown. Bend t h e float
tang until this distance is 1-314".
@)
AIR HORN
TO ALLOW
FLOATS TO
HANG F R E E
(GASKET IN
PLACE)
D FLOAT
TANG TO ADJUST
FOR PROPER
SETTING
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. Rotate t h e choke s h a f t counterclockwise until
t h e piston enters i t s cylinder. Install t h e
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.
':I
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 19/32".
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
RETAINING SCREWS
-7%-
-2Y-
4-14
FUEL
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 fastidle 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
9- Choke Rod Adjustment: Check t o be

s u r e t h e idle screw c o n t a c t s t h e fastidle
c a m when t h e choke valve is completely
open or completely closed. If t h e s c r e w
drops off t h e c a m in either choke position,
bend t h e choke rod until t h e cam is positione 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
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
t h e lower end of t h e choke valve and t h e
bore of t h e carburetor. Bend t h e t a n g on
t h e t h r o t t l e lever as required t o obtain t h e
necessary clearance.
FAST I
CARTER RBS
4-15
11- Automatic Choke Adjustment: Loos 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.
The Carter RBS carburetor.
4-2 CARTER RBS CARBURETOR

DESCRIPTION AND
OPERATION
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.
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 adjustments a r e made.
The following paragraphs will give you a

general description of t h e C a r t e r RBS carburetor 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 pressed-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 centerline of t h e carburetor bore t o gain t h e
benefits of a concentric f l o a t bowl- carburetor, 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 response 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 denting under normal handling conditions and i t
is not susceptible t o punctures. These features 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
I N T E R N A L V E N T TUBE
\n
I
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 systems.
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 part i c l e s in t h e fuel, t h e r e b y minimizing leaka g e of f u e l o r flooding under e x t r e m e conditions. 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
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 introduced. This air- fuel m i x t u r e i s discharged
i n t o t h e i n t a k e manifold through t h e idle
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-thrott l e o p e r a t i o n i s supplied through t h e highs 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
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, lowspeed, system. T h e lowspeed 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
V E N T -T U B E
V
VACUUM PASSAGE
'
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 velocit y of air through the venturi.
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 diaphragm 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.
CARTER RBS
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 vacuum, e x e r t i n g a n opposing f o r c e t o t h e calib r a t e d spring, provides a n e c o n o m i c a l airf 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 conditions, 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 manif 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 requirem 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.
A
This t u b e h a s c a l i b r a t e d s i d e holes.
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 additional 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
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 pass 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
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 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 .
1
ACCELERATOR
PUMP J E T
IMP
'I
INTAKE BALL
NEEDL
SCHARGE
4ND S E A T
Details of the Carter RBS acceleration system. On

demand during acceleration, the pump plunger is activated to force fuel past the discharge needle and out
through the metered pump jet, as shown.
4-18
FUEL
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 carburetor. The t h e r m o s t a t i c coil housing assembly 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 carburet 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 thermostat 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 cylinder, 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, applied 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 during t h e warm-up period, t h e drop in manifold 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 accomplished by moving t h e t h r o t t l e t o t h e wideopen 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 washer.
2- Remove t h e t h e r m o s t a t i c coil housing, retainers, a n d gasket. If t w o carburet 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 assembly, which i s under e x t r e m e tension t o rnaintain 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.
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 housing 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
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 screwdrive 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-diaphragm 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 CANNOT 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 needle 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 replaced, 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 connector link in t h e t h r o t t l e lever as a n aid during
assembling.
CARTER RBS
Purhp Rod Retainer

Connector Link Nut
Spring and Retainer
Connector Link
Pump A r m Retainer Screw
Pump Arm Retainer
Pump Arm
Upper Pump Spring
Bushing
Washer
Coil Housing Screw
Coil Housing Retainer
Thermostatic Coil and Housing
Coil Housing Gasket
Lever Screw
Choke Piston Lever
Choke Piston
Choke Piston Link
Piston Pin
Cam Retainer
Washers
Cam Collar
Cam
Choke Lever
Connector Rod
Choke Valve Screw
Choke Valve
Choke Shaft
Bowl Attaching Screws
Float Bowl
Bowl Ring Gasket
Float Pin Screw
4-21
34. Float Pin

*35. Needle and Seat Assembly
36. Needle Seat Gasket
*37. Pump Plunger Assembly
*38. Pump Cylinder Retainer
39. Lower Pump Spring
*40. Step-up Rod and Diaphragm Assembly
*41. Intake Ball Check
*42. Intake Check Ball
43. Idle Adjustment Screw and Spring
44. Throttle Adjusting Screw and Spring
45. Throttle Valve Screw
46. Throttle Valve
47. Throttle Shaft
48. Fuel Well Welsh Plug
49. Idle P o r t Plug
50. Choke Piston Welsh Plug
51. "O -Ring
* Repair Kit P a r t s
W
Exploded view of the Carter RBS carburetor with principle parts identified.
4-22
FUEL
The needle and seat receive more wear than any

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
needle and its seat MUST ALWAYS be replaced as a set.

THE CARTER RBS
NEVER dip rubber parts, plastic parts,
diaphragms, or pump plungers in carburetor
cleaner.
Place all of t h e metal parts in a screentype tray and dip t h e m in carburetor solvent
blow them dry with compressed air. The a i r
horn has a plastic vent valve guide and a
cranking enrichment valve. Both will withstand 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 calibrated 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. Inspect 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 casting 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.

ASSEMBLING THE
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
mark "Cn stamped on t h e t h r o t t l e valve
extending TOWARD t h e idle port when
viewed f rori t h e manifold flange side. With
t h e t h r o t t l e valve attaching screws loose,
t a p t h e t h r o t t l e valve lightly with a screwdriver t o center t h e valve in t h e bore. Use
your finger to hold t h e valve in place and at
t h e s a m e t i m e tighten t h e screws. After
t h e screws have been tightened, rough-up
t h e ends t o prevent t h e screws from backing
out, and TAKE CARE not t o bend t h e thrott l e s h a f t in t h e process.
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 casting. 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 diamet 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
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 assembly 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 bracket 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, measure t h e vertical distance from t h e machined 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
b e 15/32". TAKE EXTRA CARE t o ensure

t h e needle is not pressed into t h e seat, because 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 attaching screws.
9- If the choke was completely disassembled, install t h e choke s h a f t in t h e casting. 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
t h e connector rod and a t t a c h t h e cam, collar, and retainer t o t h e pivot shaft.
CARTER RBS
4-25
11- Assemble t h e choke piston and link

using the choke piston ring. Attach t h e
piston and link assembly t o t h e choke lever,
then slide the piston into the cylinder. Position 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
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
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 clockwise. Now, tighten t h e cover screws. The
choke valve should now be lightly springloaded. 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 assembly 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 upright 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.
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 adjustm 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.
ROCHESTER 2GC
SYNCHRONIZING DUAL
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 inverte 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
4-27
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
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.
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 linka g e . This model h a s a vacuum- break diaphragm 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 fastidle c a m att a c h i n g s c r e w , t h e n r e m o v e t h e fastidle
Remove the air
linkage as a n assembly.
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.
4-28
FUEL
BAFFLE
:LATE
THERMOSTATIC
COIL
CHOKE
PISTON
CTiON
CHOKE
VACUUM
PASSAGE
Y IDLE
HOLES
CHOKE
HEAT TUBE
CHOKE SYSTEM
POWER PISTON
VACUUM PASSAGE
POWER
PISTON
POWER SYSTEM
--
VACUUMBREAK
PASSAGE
INSIDE
4
PUMP DURATION
PUMP
JET
VAPOR VENT
POWER
SPRING
PUMP RETURN
CHECK B A L L
POWER SYSTEM
IDLE 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.
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 accelera 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 thrott 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

THE ROCHESTER 2G
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 screentype t r a y and dip them in carburetor cleaner
blow them dry with compressed air.
Blow out all of t h e passages in t h e
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
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 contacting 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.
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 precaution 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 needles and springs i n t o t h e t h r o t t l e body FINGERTIGHT. 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 gasket. 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.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
38.
39.
40.
41.
42.
43.
44.
45.
46.
47.
48.
49.
50.
51.
52.
53.
54.
55.
56.
57.
58.
59.
60.
61.
ROCHESTER 2GC
Idle Stop Lever Screw

Air Horn Gasket
Long Air Horn Screw
Short Air Horn Screw
Air Horn Lockwasher
Pump Lever
Pump Screw
Pump Clip
Pull Clip
Choke Gasket
Choke Valve
Pump Discharge Ball
Pump Discharge Spring
Pump Spring Guide
Venturi Gasket
Outer Venturi Screw
Center Venturi Screw
Outer Venturi Lockwasher
Center Venturi Gasket
Main Metering J e t
Power Valve Gasket
Choke Rod
Idle Speed Stop Lever
Throttle Body Gasket
Throttle Body Screw
Throttle Body Lockwasher
Pump Rod
Pump Rod Clip
Idle Stop Screw
Idle Adjusting Needle
Idle Needle Spring
Pump Shaft and Lever
Assembly
Pump Assembly
Air Horn Assembly
Power Piston Assembly
Float Assembly
Needle and Seat Assembly
Needle Seat Gasket
Choke Housing Assembly
Thermostat Cover
Thermostat Cover Gasket
Choke Lever and Link
Assembly
Choke Shaft Assembly
Choke Lever and Collar
Assembly
Float Bowl Assembly
Venturi Cluster Assembly
Power Valve Assembly
Throttle Body Assembly
Float Hinge Pin
Choke Housing Screw
Baffle Plate
Thermostat Cover Retainer
Thermostat Cover Screw
Choke Lever Screw
Choke Valve Screw
Choke Piston
Choke Piston Pin
Lead Ball Plug
Expansion Plug
Pump Return Spring
Fuel Line Fitting
Exploded view showing all parts o f the Rochester 2G carburetor.
4-31
4-32
FUEL
2- The following referenced part numb e r s in this s t e p will be found on t h e accompanying 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 between 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 thermostat 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 icatisns. 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. Assemble 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
Install t h e horseshoe
pointing INWARD.
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 retainer 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
CAREFULLY insert t h e
t h e f l o a t (18).
needle into t h e f l o a t needle seat while guiding 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 assembling.
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.
B E N D H E R E T O ADJUST
n
VISUALLY CHECK
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: Meas 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 Specif 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.
23
r-
I N V E R T A I R H O R N WITH GASKET
IN PLACE.
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
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
12. Pump Shaft and Lever
23. Inlet Nu!
EDGEOF FLOATSEAM,
.....
.....
.....

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
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, measure t h e distance from t h e air horn gasket
t o t h e bottom of t h e float. Compare yourmeasurement with those given in t h e Specifications. 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. Install t h e pump rod, fastidle rod, t h e fastidle c a m , and screw.
BENCH ADJUSTMENTS
FOR THE ROCHESTER 2GC
n
I/
, Ii:-~h
@VISUALLY CHECK
FLOAT ALIGNMENT
MEASURE FROM LIP AT

TOE OF FLOAT TO AIR
HORN GASKET
@)
BEND HERE TO
ADJUST

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
TO ADJUST FOR
PROPER SETTING
SCRIBED MARK ON
GAUGE INDICATES
PROPER SETTING
4-33
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, until t h e
required measurement is reached.
BENDHERETO
ROCHESTER 2GC
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 downward 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.
4-34
FUEL
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
t h r o t t l e valves wide.
The choke valve
should open only enough t o allow t h e specified gauge between t h e upper end of t h e
valve and t h e inner air horn wall. CAREULLY 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. Whenever 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 Adjustments: 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.
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 manifold 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"
ROCHESTER 4MV
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 adjusting needle.
Shift t h e drive unit into
neutral.
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 witho 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 thrott 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 turning. 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.
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 fourbarrel (Quadrajet) unit. The air- fuel mixt 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 stages. 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 setup
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 operation. 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 tape r e d m e t e r i n g rods, positioned by a vacuumresponsive 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 capac 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 primary 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 relation t o t h e a i r flowing through t h e secondary bores.
T h e f l o a t bowl is designed t o avoid probl e m s of fuel spillage during sharp turns of
The Rochester 4MV carburetor.
4-36
FUEL
t h e boat which could result in engine cuto u t and delayed fuel flow. The bowl reservoir is smaller than most four- barrel carbure 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 carburetors. 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 replacement.
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 "percolating" 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 manifold 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 cause 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 plunger 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 bottom of t h e pump well. This action also
vents any vapors which may be in t h e bott 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 locate 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
The upper tine
plunger is spring-loaded.
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 delivered 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 moment a r y lag during acceleration.
A vacuum exists at t h e jets during highspeed 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. Therefore, 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 primary side of t h e carburetor and provides t h e

c o r r e c t air-fuel mixture for quick cold-engine 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
ROCHESTER 4MV
4-37
4MV POWER SYSTEM
ACTUATINO ROO
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 secondary sides of t h e carburetor.
The power s y s t e m enriches t h e fuel mixt u r e in t h e two primary bores. This system
i s made up of a vacuum-operated power
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 ranges, 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 supplies enough a i r and fuel for low-speed operation. 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, fueldischarge nozzles, a c c e l e r a t i n g wells, a n d
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
7
AIR VALVE DASHPOT OPERATION
horn bore, a vacuum diaphragm unit, fastidle 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 vacuum 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 fastidle 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
offset choke valve. The choke valve continues 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
POWER SYSTEM
4-38
FUEL
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 delive 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 beneath 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 lowpressure a r e a , they feed fuel in t h e following 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 secondary metering rods o u t of t h e secondary
orifice plates through t h e metering rod lever. 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 increase, 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 nozzles 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 increases 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 manner:
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 calibrated by tapered and stepped metering rods
operating in t h e main metering jets and also
through t h e main well air bleeds.
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.
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 ormance when t h e bow of t h e boat is high o r
The float
during high-speed tight turns.
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.
OFF-lWE
OPERATlON
IDLE SYSTEM
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. Remove 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 remove 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 accelerating 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 ting 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 dashpot from t h e a i r horn by rotating t h e bend
through t h e air horn. Further disassembly
of t h e air horn is not necessary. DO NOT
remove t h e air valves, air valve shaft, and
4-40
FUEL
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 accelerating 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 primary 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 att 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
ROCHESTER 4MV
4-41

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 hotidle 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.

THE ROCHESTER 4MV
diaphragms, pump plungers o r t h e vacuumbreak assembly in carburetor cleaner. Place
a l l of t h e m e t a l p a r t s in a screentype 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.

be replaced to prevent a leak and carburetor flooding.
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 calibrated 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 diaphragm 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 fastidle
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 damaged, 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 carburet 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 imp 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
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.
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 vacuum-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 housing 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 cutout a r e a of t h e fastidle 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 groove d end pointing inward and position t h e
choke rod a c t u a t i n g lever in t h e well of t h e
f l o a t bowl. Install t h e choke assembly, with
t h e s h a f t engaged with t h e hole in t h e
a c t u a t i n g lever.
Install and tighten t h e
retaining screw.
Remove t h e choke rod
from t h e lever. This rod will be installed
later. Install and connect t h e vacuum hose.
3- Install t h e baffle plates in t h e secondary side of t h e bowl with t h e notches
facing up. Install t h e primary main metering jets. Install a NEW f l o a t needle seat.
Install t h e pump discharge ball c h e c k and
retainer in t h e passage n e x t t o t h e pump
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
ROCHESTER 4MV
4-43
under t h e pull clip from t h e f r o n t t o t h e

back. Hold t h e f l o a t assembly by t h e t o e
and with t h e f l o a t lever in t h e pull clip,
install t h e retaining pin f r o m t h e pump-well
side. TAKE CARE n o t t o distort t h e pull
clip.
5- Float Level Adjustment: Measure
t h e distance f r o m t h e t o p of t h e f l o a t bowl
gasket surface, with t h e gasket removed, t o
t h e t o p of t h e f l o a t at t h e t o e end. CHECK
TO BE SURE t h e retaining pin is held
firmly in place and t h e t a n g of t h e f l o a t is
s e a t e d on t h e f l o a t needle when making t h e
measurement.
Check your measurement
4-44
FUEL
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
with t h e metering jets. On early models, i t
i s necessary t o press down on t h e powerpiston t o be sure t h e retaining pin is engage d with t h e hole in t h e t h r o t t l e body gasket.
On l a t e r models, a sleeve around t h e piston
holds t h e piston in place during assembly.
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.
8- Place. t h e pump r e t u r n spring in t h e

pump well.
Install t h e air horn gasket
around t h e primary metering rods and piston. Install t h e gasket on t h e secondary side
of t h e bowl with t h e holes in t h e gasket
indexed over t h e t w o dowels. Install t h e
a c c e l e r a t i n g pump plunger in t h e pump well.
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 dist 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 comE 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
CHOKE VALVE
CLOSED
\-
BEND TANG
TO ADJUST
BEND ROD T O A D J U S T
GAUGE BETWEEN AIR HORN

WALL AND LOWER EDGE OF
CHOKE V A L V E
TOWARDS C L
TO CONTACT
RAGM
ON ROD
#TOP
HOLD L E V E R WITH
PLIERS TO PREVENT
DISTORTION WHEN
BENDING TANG
p l e t e l y closed a n d t h e p u m p rod in t h e
s p e c i f i e d hole in t h e lever. C o m p a r e your
measurement
with
CAREFULLY bend t h e pump l e v e r until t h e
specified dimension i s obtained. C o n n e c t
t h e a c t u a t i n g link.
13- Choke Rod Adjustment: F i r s t , p l a c e
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
fastidle c a m and a g a i n s t t h e high step.
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 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
c h o k e valve a n d t h e a i r horn wall. 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.
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 diaphragm 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
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
measurement
with
Air Valve
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
v a l v e t o w a r d t h e closed position a n d 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 lower e d g e of
t h e c h o k e valve and t h e a i r horn wall.
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. CAREFULLY bend t h e vacuumb 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
reached.
0
AI R V A L V E S MUST
BE COMPLETELY
CLOSED
@PLACE GAUGE BETWEEN
Or
CLEARANCE BETWEEN R O D
A N D E N D O F SLOT
u
/
i---
THROUGH 1971
0
ALVES MUST
MPLETELY
:n
CLOSL-
;
I
CLEARANCE BETWEEN
N D O F SLOT I N LEVER
PLACE GAUGE BETW

R O D A N D E N D OF S L U l
I N LEVER
USING OUTSIDE
VACUUM SOURCE
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.
ROCHESTER 4MV
GAUGEBETWEEN
WALL ANDLOWER
EDGE OF CHOKE
4-47
@ PUSH UP ON THERMOSTATIC
TANG TO PUT ROD IN TOP OF
SLOT
7
C
@
PRIMARY THROTTLE
WlDE OPEN
UNLOADER ADJUSTMENT
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 Specif 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
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
INCORRECT
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
AND TANG
HOLD CHOKE VALVE
WlDE OPEN
4?
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 illustration. 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 position 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
S E A L E D C A N I S T E R PURGE PASSAGE
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
B E N D TANG
TO ADJUST
POINTPICKUP
2
O PE N PR IMARY T HR O TT L E U N T I L
ACTUATING LINK CONTACTS TANG
L INK SHOULD BE I N
C E NT ER OF SLOT
18
0
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 dist 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 secondary 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
Both metering rods must b e
reached.
adjusted t o t h e SAME DIMENSION.
"A"
BEND TANG
TO ADJUST
"B"
CHOKE V A L V E
WIDE OPEN
SPEClFl ED
CLEARANCE
HOLD AIR
SLIGHTLY
SPECIFIED CLEARANCE
BETWEEN FRONT EDGE
OF AIR VALVE AND TANG
MEASURE FROM CASTlffi

SURFACE NEXT TO AIR
CLEANER STUD HOLE TO
TOP OF METEFllNGRO
AIR VALVE CLOSED
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 counterclockwise. Now, with t h e air valve closed, t u r n
t h e adjusting screw clockwise until t h e torsion 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 Adjustments: 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
ROCHESTER 4MV
4-49
FUEL INLET GASKET

FUEL INLET ADAPTER
BLOW-OFF SPRING
Arrangement of fuel filter parts including a selftapping 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.

pumpin the lower unit. Just five seconds
Shut the engine down and disconnect t h e
t h r o t t l e cable. Turn t h e idle mixture adjusting screws in until they barely touch
their seats, and then back them out one full
r w OF R O D
EVEN WITH
BOTTOM OF
OLE
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 hinhe 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.
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.
BEND ROD
TO ADJUST
ROD
AGAINST
STOP
IDLE SCR
4-50
FUEL
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 similarly.
The four- barrel unit c a n be conside r e d as dual two- barrel carburetors, mounte 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 controlled by a vacuum diaphragm. The secondary
m e t e r i n g body h a s only fixed idle and highspeed 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. Therefore, 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 separate headings.
The illustrations accompanying this section 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 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 res 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.
LOCK
'
ni
SCREW
SHAFT
VALVE
Holley two-barrel carburetor.
,-:&
2- The Holley carburetors a r e equipped

with one of t h r e e common types of needle
and seat assemblies, as shown in t h e accompanying illustration: (1) spring loaded; (2)
solid needle; and (3) externally adjustable.
To prevent dirt in t h e fuel from flooding, most of t h e needles have a special s o f t
plastic tip. A spring under t h e float stabilizes 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.
HOLLEY
4-51
CODE
-FUEL
E 3 AIR
F U E L VALVE SCREW-
ADJUSTING SEAT NUT

VALVE SEAT GASKET
-QB
-a
ADJUSTABLE
@-
F U E L I N L E T SEAT
-6
F U E L I N L E T NEEDLE
SPRING LOADED
3- Fuel passes through t h e main metering jet t o t h e vertical passageway. Near t h e

top of this passageway is an idle feed restriction.
This restriction performs t h e
s a m e function as an idle tube in other
carburetors by metering t h e fuel for lowspeed operation. From t h e restriction, t h e
fuel moves horizontally across t h e carburetor 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 lowspeed fuel passageway, above t h e idle mixt 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
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 passageways at t h e idle mixture adjusting screw.
One branch is controlled by t h e idle mixture
needle. This branch exits below t h e throttle
4-52
FUEL
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 immediately 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
LVYE
DISCHARGE
CHECK BALL SPRING
pump i s located in t h e bottom of t h e prim 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 flowing 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 compressed 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 cornpressible.
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 disc 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 venturi.
HOLLEY
4-53
HOLLEY AUTOMATIC CHOKE
AIR BLEED
POWER ENRICHMENT SYSTEM

7- During high speed or heavy load operation, when manifold vacuum is low, t h e
power system provides added fuel f o r power
operation. A vacuum passage in t h e t h r o t t l e
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 diaphragm. 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
IHFUEL-AIR MIXTURE
MAIN W E LL MANIFOLD
VACUUM
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 calculated. For this reason, it is important t h a t
accessories such a s bilge pumps, bilge blowers, etc, not be connected t o t h e ignition
circuit which would make i t necessary t o
turn t h e ignition on f o r a period of t i m e
before starting t h e engine. Such an arrangement would open t h e choke before t h e
engine s t a r t s and make starting difficult.
SECONDARY SYSTEMS
VACUUM SECONDARY OPERATION
9- At lower speeds t h e secondary thrott l e valves remain closed, allowing t h e engine 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 capacity is needed, t h e vacuum controlled secondary t h r o t t l e valves begin t o open automatically.
Vacuum from one of t h e primary venturi
and one of t h e secondary venturi is channeled 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
higher primary venturi vacuum, t h e diaphragm, operating through a rod and secon-
4-54
FUEL
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 secondary 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 runing, 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 adjustable. 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
s t a r t t o compress t h e secondary diaphragm
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
t h e secondary venturi. This additional vacuum assists in opening t h e secondary t h r o t t l e
valves t o t h e maximum designed opening.
The secondary opening r a t e is controlled by
t h e diaphragm spring and t h e size of t h e
vacuum restrictions in t h e venturi.
When t h e engine speed is reduced, venturi vacuum decreases and t h e diaphragm
spring s t a r t s t o push t h e diaphragm down t o
s t a r t closing t h e secondaries. Closing t h e
primary throttle valves moves t h e secondary
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.
SECONDARY FUEL METERING

SECONDARY FLOAT CIRCUIT
10- The secondary system has a separate

fuel bowl. Fuel is usually supplied t o t h e
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
SECONDARY MAIN
METERING CIRCUIT
12- The basic principles s f t h e four-barre1 carburetor a r e t h e s a m e as on t h e twobarrel unit except for detailed construction
differences.
As t h e secondary t h r o t t l e
valves a r e opened further, a i r velocity increases in t h e boost venturi. This action
allows fuel t o flow through t h e main metering system.
SECONDARY
DIAPHRAGM
CHECK BALL
SECONDARY
VENTIJRl
PICK-UP
PRIMARY
DIAPHRAGM
DIAPHRAGM
ROD
THROTTLE
PLATE
DIAPHRAGM
DIAPHRAGM
ROD
THROTTLE
PLATE
MOLLEY
4-55
CODE
F U E L
AIR
FUEL-AIR M I X T U R E
IDLE
AIR BLEED
IDLE FEED RESTRICTION

\
SECONDARY
THROTTLE
PLATE
/,
FIXEDCURB
lD.lE PASSAGE
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.
2- Remove t h e secondary fuel bowl assembly.

D e t a c h t h e secondary metering
body. TAKE CARE and rernove t h e secondary 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 fastidle can t o t h e cam lever f o r proper assembly. Disconnect t h e link from t h e fastidle
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 discharge nozzle by f i r s t removing t h e retaining screw. Discard both gaskets. Turn
t h e carburetor over and c a t c h the accelera 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 seDa r a t e t h e parts. Eiscard t h e gasket.
4-56
FUEL
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 restrictions can be adequately cleaned with
compressed air.
THE HOLLEY
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. Remove t h e fuel inlet fitting and discard t h e
gasket. Remove t h e bowl vent valve assembly and accelerator pump cover on t h e primary 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 overhauled. 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

cleaner. Place all of t h e metal parts in a
screentype tray and dip them in carburetor
solvent until they appear completely clean,
then blow them dry with compressed air.
t h e parts and passages t o be sure they a r e
not clogged or contain any deposits. NEVER
instrument to clean driIled passages or calibrated 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 inside.
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-andseat 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
HOLLEY
1. Screw
2. Choke Thermostat Housing
Clamp
and Spring
Gasket
5. Nut
6. Lockwasher
7. Spacer
8. Choke Thermostat Lever
Link and Piston Assembly
9. Screw and Washer
10. Choke Housing
11. F a s t Idle Cam Assembly
12. Choke Housing Shaft and
Lever
13. Choke Rod
14. Choke Rod Seal
15. Retainer
16. Choke Shaft

17. Screw and Washer
18. Secondary Housing
19. Gasket
20. Diaphragm Assembly
21. Diaphragm Spring
22. Cover
23. Screw and Washer
24. Screw
25. Gasket
26. Accelerating Pump
Discharge Nozzle
27. Accelerating Pump
Discharge Needle
28. Flame Arrestor Anchor
Screw
29. Choke Plate
30. Power Valve Gasket
31. Secondary Fuel Bowl
32. Secondary Plate
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
Fuel Inlet Fitting
Gasket
Gasket
Diaphragm Spring
Diaphragm Assembly
Accelerating Pump Cover
Retaining Screw and
Lockwasher
Screw
Gasket
Secondary Metering Block
P r i m a r y Fuel Bowl
Power Valve
P r i m a r y Fuel Bowl Gasket
Main J e t s
Baffle Plate
Idle Adjusting Needle
Seal
P r i m a r y Metering Block
Tube and 0- Rings
Exploded view showing all parts of the Holley four-barrel carburetor.
4-58
FUEL

be replaced t o prevent a leak and carburetor flooding.
pump lever FACING t h e FUEL INLET side,

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 diaphragm, 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.

diaphragm stem. If t h e stern moves out

more than 1/16" in t e n seconds, t h e diaphragm has an internal leak and i 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 carburetor 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 important when making adjustments.
ASSEMBLING THE HOLLEY

1- Install a new power valve and gasket
in t h e primary main metering body using
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 button 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
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 procedures in this s t e p for t h e secordary f l o a t
bowl.
PRl MARY FUEL
BOWL
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
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 res 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.
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
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 second 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
9- Install t h e a c c e l e r a t i n g p u m p disc 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 casting. 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-opening diaphragm by f i r s t sliding a n e w diap 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 assembly 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 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 perf o r m e d in t h e s e q u e n c e outlined in t h e following 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 results, 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.
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 clockw 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
HOLLEY
4-61
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

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.
4-62
FUEL
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.
Next, close t h e choke valve with a light
pressure on t h e choke control lever. With
t h e carburetor on t h e engine, measure t h e
distance between t h e t o p of t h e choke rod
hole in t h e control lever and t h e choke
assembly and compare i t with 1-11/16".
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 necessary t o ensure a c o r r e c t relationship bet 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.
TO
BEND
- ADJlJST
...
.
AT THIS POINT
.>
TOP EDGE OF CHOKE

CONTROL ROD HOLE
1-1
ASSE
1-23/32 1 1/64 INCH

(CARBURETOR O N BENCH)
7- Choke Udoader Adjustment:

Rold
t h e t h r o t t l e in t h e wide-open position and at
t h e s a m e t i m e insert t h e specified gauge
between t h e upper edge of t h e choke valve
a n d t h e inner wall of t h e air horn. CAREFULLY bend t h e indicated t a n ? until t h e
required measurement is obtained.
IGNITION
5- 1 DESCRIPTION
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 ,
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
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
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
work outlined in t h i s c h a p t e r m u s t b e perf 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
S p e c i f i c a t i o n s listed in t h e Appendix.
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
a n d a s e c o n d a r y circuit. T h e low- voltage
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
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
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
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 lowtension 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 highv 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 seconda 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 cables, 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 flowing 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 .
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
b r e a k in t h e c u r r e n t flow and a rapid collapse of t h e m a g n e t i c field in t h e coil. This
sudden c h a n g e in t h e s t r e n g t h of t h e magn e t i c field c a u s e s a v o l t a g e t o be induced in

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
coil.
T h e r a t i o of s e c o n d a r y windings t o t h 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
v o l t a g e t o a b o u t 20,000 volts. This high
voltage travels through a c a b l e t o t h e cent 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 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 t h e n on t h r o u g h o n e of t h e ignition
w i r e s t o a s p a r k plug.
When t h e high- voltage s u r g e r e a c h e s t h e
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
A fully charged battery, filled to the proper level

with electrolyte, is the heart of the ignition system.
Engine starting and efficient performance can never be
obtained if the battery is below its full charge rating.
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 fastidle 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 fastidle 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 groave 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

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
ROCHESTER BC CARBURETOR
CARTER RBS CARBURETOR
HOLLEY CARBURETOR
ROCHESTER 4MV CARBURETOR
5-2
IGNITION
insulated center electrode and t h e grounded

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, breakdown, 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.
easier. Obviously, if t h e ignition system is

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 ignition coil will b e grounded and t h e engine
will not start.
BALLAST RESISTOR
IGNITION TIMING
Beginning at t h e key switch, current

flows t o t h e ballast resistor and then t o t h e
positive side of t h e coil. When t h e resistor
is cold i t s resistance is approximately o n e
ohm. The resistance increases in proportion
t o t h e resistor's rise in temperature.
While t h e engine is operating at idle or
slow speed, t h e c a m on the distributor s h a f t
revolves at a relatively slow rate. Therefore, t h e breaker points remain closed for a
slightly longer period of time. Because t h e
points remain closed longer, more c u r r e n t i s
allowed t o flow and this currrent flow heats
t h e ballast resistor and increases i t s resist a n c e t o c u t down on current flow thereby
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 increasing t h e current flow and effectiveness
of t h e ignition system for high-speed performance.
The voltage drops about 25% during engine cranking due t o t h e heavy c u r r e n t demands of t h e starter. These demands reduce 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.
In order t o obtain t h e maximum perform ance from t he engine, t h e timing of t h e

spark must vary t o m e e t operating conditions. For-idle, t h e spark advance should b e
as low a s possible. During high-speed operation, t h e spark must occur sooner, t o give
t h e air-fuel mixture enough t i m e t o ignite,
burn, and deliver it's power t o t h e piston f o r
t h e power stroke.
Manual setting and centrifugal advance
a r e t h e two methods of obtaining t h e constantly changing demands of t h e engine.
The manual setting is made at idle speed.
This setting allows the c o n t a c t points t o
open at a specified position of t h e piston
SECONDARY
DlST
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.
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.
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 comprise 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
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 important than the actual individual readings.
IDLE
Before spending t i m e and money seeking

a problem in t h e ignition system, a compression 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 variation 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
1,000 ENG. RPM
2,000 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).
5-4
IGNITION
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 secondary 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
-
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 diff 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.
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 nonm 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).
TROUBLESHOOTING
5-5
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 hightension 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 condenser. 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. Howe 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
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 lowtension 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
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 satisfactory, 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 defective 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-tension 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 distributor 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 corrode 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 Igninition

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
TROUBLESHOOTlNG
Many ignition system problems can be traced to a

high-resistance connection caused by corroded battery
posts and cables.
5-7
TEST 2 Cranking System: F i r s t disc 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 voltm e t e r between t h e b a t t e r y side of t h e ignition 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
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
-.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
Functional diagram showing voltmeter hookups.
5-8
IGNITION
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. Conn 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, remove 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 condition 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
If there is a
the number one cylinder.
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. Sighting from an angle may cause an error of t w o
o r t h r e e degrees.
Oxidized GMC contact points which should be replaced f or satisfactory performance.
5-3 SPARK PLUG TROUBLESHOOTING
Using a grounded screwdriver blade and spark plug

tester to test a cracked distributor cap.
The following conditions a r e keyed t o

t h e illustrations with t h e s a m e number. Ref 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 consecutive-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.
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.
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
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 carburet 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 carburetor bowl. R e f e r t o Chapter 4.
Condition 3: The four rear
a r e overheated. This condition
problem in t h e cooling system.
flush of t h e engine may restore
to t h e rear of t h e cylinder heads.
spark plugs
indicates a
A reversecirculation
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 corr e c t plug for firing order.
If t h e hightension wires a r e all in good order and
connected properly, then check for a blown
cylinder head gasket, refer t o Chapter 3.
DWELL ANGL
SATISFACTORY READING
SPARK PLUG EVALUATION

-
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 connection 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 ANGLE
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.
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 insul 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 overadvanced timing, detonation f r o m using toolow 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 deposits 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 lowspeed 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 toolow
Plug with too cold a rating.
Rich Mixture: A black, sooty condition

on both t h e spark plug shell and t h e porcelain is caused by a n excessively rich air-fuel
mixture, both at low and high speeds. The
rich mixture lowers t h e combustion tempera 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 specification.
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 volt 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/Prestolite.
DISTRIBUTOR SERVICE
5- 13
A cracked insulator is always caused by tilting the

socket during removal
or installation.
-
rounded wire type feeler gauge should ALWAYS

be used to check the spark plug gap. Bend the side
electrode slightly to make an adjustment.
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 making t h e point g a p setting.
Shell shrinks h e r e
under pressure a n d
C e n t e r W i r e Seal
v
Cross section view of a spark plug.
Cam angle of points closed.
5- 14
IGNITION
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 disconn 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 disconnecting 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 necessary.
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 removing 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.
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
If e i t h e r t h e
distributor body bushings.
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.
Breaker point parts of

distributor.
a G.M.
in-line engine
Centrifugal weights and the weight cover installed

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
PROPER LATERAL ALIGNMENT
GAPPING CONTACT POINTS
LATERAL MISALIGNMENT
New contact points must be aligned by bending the fixed 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 distributor 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 quickdisconnect 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.
After t h e points have been properly installed, 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 housing, 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 removed. 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 camand-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.
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
WIN
CENTRIFUGAL
MECHANISM
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
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
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.
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 runout
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
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
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,
5- 18
IGNITION
STATIONARY P O I N T S
/+
Method of bending the stationary point to align the

contact points properly.
.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.
INSPECTON OF DISTRIBUTOR
CAP TOWERS
CLEANING & INSICCTON Of

OUTSIDE Of DISTRIBUTOR CAP
ROTOR TI?
COUROM
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.
CLEANING & INSPECTION OF

INSIDE OF DISTRIBUTOR CAP
INSUFFICIENT
ROTOR CONTACT
WRING
TENSION
Cleaning and inspecting the distributor cap.
REPLACING DISTRIBUTOU
CAP
DELCO-REMY
5- 19
CONDENSER
LEAD
PRIMARY LEAD
GROUNDLEAD
If the primary leads are not properly insulated, a

high-tension spark can jump from the rotor to the
primary wires, as indicated.
Arrangement of the condenser and primary leads.

The leads MUST be properly insulated or the ignition
system will be shorted out and the engine fail to start.

ALWAYS r e p l a c e t h e points w i t h a new
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 new set of
points.
S o m e point sets s t i l l include a
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
springs.
Install a new c a m l u b r i c a t o r , a n d t h e n
t h e rotor.
A f t e r t h e p o i n t s h a v e b e e n properly ins 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 d w e l l a d j u s t e d , a n d t h e n t h e ignition
These two adjustments a r e
t i m i n g set.
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.
CHECK to be sure the primary lead is pro~erly

connected and safely tucked back to prevent being
pinched when the cap is installed. If the lead is
pinched, the ignition system will be shorted out and the
engine fail to start.
5-20
IGNITION
CONDENSER
5-6 SERVICING A MALLORY

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,
and t h e n remove t h e retaining screw and t h e
breaker assembly. Scribe
mark on t h e
housing t o indicate t h e position of t h e
breaker p l a t e as an aid t o installation. Remove t h e plate retaining screws, and t h e n
t h e plate. Remove t h e oiler wick. The oiler
wick is a press f i t in t h e housing and need
not be removed.
DO NOT disassemble t h e distributor
further because t h e oil s e a l may be damaged.
SCREW
P OS T
ECCENTRIC
Arrangement of principle parts of a Ford V 8 engine

distributor.
Drive t h e retaining pin from t h e drive

g e a r , a n d then remove t h e gear from t h e
shaft. Drive t h e roll pin o u t of t h e distribut o r s h a f t collar. Remove t h e collar, washer,
distributor housing, and washer. Remove
t h e vent screen from t h e housing.
1
2
3
4
5
6
9
10
11
Dlstrlbutor Cap
Gasket, cap
Rotor
Condenser
Bracket, condenser
Washer
13 141516 j7
Pr~rnaryTerm~nalScrew 21
22
Insulator
Washer
23
24
Exploded view showing all parts of
a Mallory
Nut
Washer
25 26 27 28
29 30 31 32 33 34 -
Screw
Vent. screen
36
Washer
Nut
Prlrnary Lead
Screw
Screw
distributor.
35
O~lerW~ck
O~lerStem
"0"Rlng
Washer
Collar
Roll Pm
D r ~ v eGear
Pm
Dlstr~butorHousing
Washer
Shaft Assembly
Breaker Plate

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.
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
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
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.
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
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 housing. 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 ,
4
0 NOT t i g h t e n t h e
washers, a n d nuts. 1
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 positione 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 . Sec 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.
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.
A f t e r t h e points h a v e been properly ins 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
These two adjustments a r e
t i m i n g set.
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
5-7 SERVICING AN
AUTOLITE/PRESTOLITE DISTRIBUTOR
CONTACT
CENTERED
CORRECT
m4TAgT@
CENTERED
CONTACT
CENTERED

stationary point, N E V E R the breaker lever. Attempting
t o adjust an old worn set of points is not practical,
GNMENT TOOL
DISASSEMBLING FROM
A FORD V8 ENGINE
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 assembly terminal. Remove t h e breaker point
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
screw and t h e condenser.
Pull t h e primary lead through t h e opening in t h e housing. Remove t h e -t w o breaker
plate a t t a c h i n g screws, a n d t h e n remove t h e
breaker plate.
Identify one of t h e distributor weight
springs a n d i t s bracket with a mark. Mark
one of t h e weights and its pivot pin. CAREFULLY
unhook and remove t h e weight
springs. Pull t h e lubricating wick out of t h e
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

t o adjust an old worn set of points is not practical,
Cut-a-way view of an Autolite distributor showing

the automatic advance mechanism.
WIDE GAP
NORMAL DWELL-NORMAL GAP
SMALL 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.
Remove t h e thrust washer installed only

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
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
2
3
4
5
6
7
8
9
10
Cap, distributor
Rotor
Primary Wire
Screw
Condenser
Screws
Breaker Point Assembl y
Screws
Breaker P l a t e
Spring
11
12
13
14
15
16
17
18
19
20
Spring
Weight Retainer
Weight
Lubricating Wick
Retainer
Cam Assembly
Thrust Washer
Bumper
Shaft
Upper Bushing
Clomp
Pin
Clamp
Pin
Housing
OiJ Seal
Thrust Washer (not.used on standard rotatior
Collar
Pin
Gear
Exploded drawing of an Autolite/Prestolite distriburor.
5-24
IGNITION
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
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
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.
Oxidized contact points which should be replaced

for satisfactory performance.

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
Setup t o install a new upper bushing.
Using a feeler gauge t o check for end play as

described in the text.
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. Lefthand 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 disassembly matched with t h e marked pivot pin.
Secure t h e weights in place with t h e retainers. 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 marke 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 hypaIon-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 determined 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
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. Ins 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 brack 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 opening 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 outline 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 satisfactory 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.
CORRECT
ALIGNMENT
GNMENT TOOL
@
,.,
CENTERED
CONTACT
A
CR
EE
N
A
TER
ED
NOT@)
WMIMLIONMENT
OF POINT FACES

to adjust an old worn set of points is not practical,
-give a false readina.
u
STATIONARY POINTS
Method of bending the stationary point to align the

contact points properly.
5-26
IGNITION
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 rubbing 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 adjuster 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 STATIONARY 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 making 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 adjustment 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 recheck 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 lubric 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 cranks 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 direction 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.
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 Specificat i o n s in t h e Appendix.
the lower unit t o the engine any time the engine is run t o prevent damage to the water
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 finet 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 dir 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 securely -- 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
WIDE GAP
NORMAL DWELL-NORMAL GAP
Timing mark on the harmonic balancer.

SMALL 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
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 punct 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.
the lower unit t o the engine any time the engine is run to prevent damage t o the water
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
straight at the mark. Sighting from a n
angle may cause an error. The specified
timing mark should align with t h e pointer.
If i t does not, loosen t h e distributor holddown bolt and r o t a t e t h e distributor until i t
is aligned. Tighten t h e hold-down bolt, and
then check t h e marks again with t h e light.
Check operation of t h e centrifugal advance mechanism by accelerating t h e engine
and checking t h e position of t h e timing
mark with t h e light.
The mark should
advance on t h e pulley if t h e advance mechanism is operating properly.
Use of the timing light to accurately adjust the

t im ing.
Adjusting the idle mixture needle and the fast idle.
5-10 ADJUSTING IDLE SPEED

AND IMIXTJJRE
Connect a tachometer, then s t a r t t h e
engine and allow i t t o warm t o normal
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 tachomet e r reading until t h e highest rpm is obtained. ALWAYS turn t h e needles very SLOWLY 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
manner that absolutely no movement is possible in any
direction under the most violent action of the boat.
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 system. Each of these units or subsystems will
b e covered in detail in this chapter beginning 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 conditions 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
used in
Or trucks'
Therefore, a
UM-ine b a t t e r y should a l w a y s b e t h e No. 1
A fully charged battery, filled to the proper level

with electrolyte, is the heart of the ignition and electrical systems. Engine cranking and efficient performance of electrical items depend on a full-rated battery.
6 2
ELECTRICAL
A b a t t e r y consists of a number of posit i v e and negative p l a t e s immersed in a solution 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-ton e g a t i v e manner with a heavy s t r a p called
t h e cell connector.
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 voltage.
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 unrelate 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 RATINGS
BATTERY LOCATION
Two ratings a r e used t o classify b a t t e ries: 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
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 ventilat 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 batt 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 CONSTRUCTION
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.
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.
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.
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 regulat 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 electrolyte-level indicator installed which operates 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 electrol y t e and any loss will result in poor performance, s h o r t b a t t e r y life, and will contrib u t e quickly t o corrosion. NEVER a d d elect 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 discovered. 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 solution 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
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 electrolyte t o drop.
The following six points should be observed 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 battery. 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 vigorous 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 several 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, because 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 hydrometer. 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 satisfactory. 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.
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 charging 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-
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 dama 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 thoroughly 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 exercise 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 batt e r y , almost dead, will have i c e forming at
a b o u t 1 9 degrees above zero.
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 alternator.
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 alternator.
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.
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
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.
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.
DUAL BATTERY INSTALLATION
6-6
ELECTRICAL
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 batteries and t h e advantage of t h e dual installation 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, 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
0
Starter
Schematic diagram for a two battery, one engine

hookup.
Schematic diagram for a single battery, one engine

hookup.
GAUGES
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 connected 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 engine charging system would cause e r r a t i c
gauge operation, t o o high when t h e alternator 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 accurately under varying conditions from t h e
electrical system.
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

Remotor temperature warning system:
move t h e sender from t h e engine. Connect
t h e sender terminals t o a n 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. 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. Observe 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 unsatisfactory, 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
SERVICE PROCEDURES
Systems utilizing warning lights do not
require a constant- voltage system, therefore, 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
The indicator and control panel should be kept clean

and protected from water spray, especially when operating in a salt water atmosphere.
6-8
ELECTRICAL
lights, t h e first a r e a t o check is t h e light

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.
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.
CAUTICYN: Water must circulate through

The 140 degree stick should m e l t when
you touch i t t o t h e lower thermostat housing. 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 starboard.
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
about 3000 rpm.
A Thermostick is a quick, simple, and fairly accurate method to determine engine running temperature.
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 recommends t h e following color coding be used on
all fuel gauge installations:
Black -- for all grounded current-carrying 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
It is
t h e other end t o a good ground.
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 preferably of t h e s a m e make.
The following symptoms and possible
corrective actions will be helpful in restoring 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 receiving 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 properly 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 installe 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
E r r a t i c Fuel G a u g e R e a d i n g s
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 conn 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.
2hlake 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.
G A U G E NEVER INDICATES F U L L
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 susc 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.
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 bec 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 tetr a c h l o r i d e should be used t o c l e a n t h e contact 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, conn 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 connection.
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 cond 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 bec 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, amm 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 system.
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
1- Excessive use of lights and accessor 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 causing a self- discharged condition.
6-10 ALTERNATOR
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 replacing 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:
1234-
A higher c h a r g i n g r a t e .
A l o w e r cut- in c h a r g i n g speed.
A l i g h t e r weight.
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 stationary 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 cond 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 sixpole, i n t e r l e a v e d sections.
This arrangem 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 presse 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 oppos 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 terminal. 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 lowr 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 dir 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 flowing 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 winding through t h e ignition s w j t c h a n d t h e volta g e regulator. T h e a l t e r n a t o r c h a r g i n g volta 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.
ALTERNATORS
regulator. No c u r r e n t regulator is required

since t h e alternator has self- limiting curr e n t characteristics.
ALTERNATOR PROTECTION
DURING SERVICE
The alternator is a n important and expensive 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 reversed, 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 alternator 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 energized, 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
result in DAMAGE t o t h e alternator, t h e
regulator, and t h e wiring.
6- NEVER short t h e bending tool t o t h e
regulator base while adjusting t h e voltage,
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
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
be connected correctly and in t h e proper
sequence t o prevent damage t o either battery, 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
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
6- 1 3
t h e negative terminal of t h e good b a t t e r y

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 disconn 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 restoring a faulty charging system t o proper operation.
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
1 2 V BATTERY
Black
ALTERNATOR
KEY SWITCH
Red
Gray
Schematic diagram for a charging system with m2

indicator light on the dashboard and a relay-type voltage regulator installed.
6- 14
ELECTRICAL
60 AMP
VOLTAGE
IGNITION
SW l TCH
Functional diagram for hookup t o test the electrical
generating system.
7- Open c i r c u i t in t h e s t a t o r windings.
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.
9- D e f e c t i v e regulator.
Replace the
unit.
Alternator Charges Low or Unsteady
1- Drive b e l t loose o r broken. R e p l a c e
and/or 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
replace the battery.
3- D e f e c t i v e regulator.
Replace the
unit.
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 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
b a t t e r y posts, r e p l a c e a n d tighten.
Schematic diagram of the Prestolite charging sys

tem installed on OMC stem drive engines.
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 cuit. T r a c e a n d repair.

6- Open s t a t o r winding. R e p l a c e a l t e r 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 Output Low and a Low Battery
1- Drive b e l t slipping. Adjust.
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 cuit. T r a c e a n d repair.
3- S h o r t e d o r open- circuited r e c t i f i e r .
Replace rectifier.
4- Grounded s t a t o r windings. R e p l a c e
alternator.
Red
TRANSISTOR
-@
KEY SWlT
KEY SWITCH
Schematic diagram for a charging system with an

ammeter on the dashboard and a relay-type voltage
regulator installed.
METER
Schematic diagram for a charging system with an

ammeter on the dashboard and a transistor-type regulator installed.
Alternator Output Too High - Battery

Overcharged
1- Faulty voltage regulator. Replace.
2- Regulator base not grounded properly. 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
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
ALTERNATORS
2- Alternator mounting loose. Tighten

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 correct.
5- Rotor or fan damaged. Replace.
6- Qpen or shorted rectifier. Replace.
7- Qpen or shorted winding in stator.
Replace.
26
Slip Ring Cover

Brush Set
Spring
Brush Holder
Brush Holder Cover
Back-up Plate
Insulating Washer
Slip Ring End Head
Insulating Bushing
Field Terminal Wire
and Stud
Rectifier Plate
Battery Terminal Stud
Stud
Negative Rectifiers
6- 15
Positive Rectifiers
Stator
Rotor and Bearing
Retaining Ring
Key
Retainer Plate
Bearing
Drive End Head
Spacer
Fan
Pulley
Cover
27. Fuse and Lead (Shown without
Potting Material)
15.
16.
17.
18.'
19.
20.
21.
22.
23.
24.
25.
26.
Prestolite alternator with major parts identified.
6- 16
ELECTRICAL
Ammeter Fluctuates Constantly

High resistance connection in t h e alternator 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 alternat 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 regulator 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, cleane d , and then tightened securely t o prevent
recurrence of t h e problem.
t h e studs and t h e brush-and-spring assemblies. 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. Separate 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 continuity: 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.
DISASSEMBLING
Remove t h e nuts, washers, and cover
from t h e t o p of t h e brush holder. Remove
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
(CHECK FOR GROUNDS)
OHMMETER
CONDENSER
BRUSH HOLDER
ASSEMBLY
RELAY LEAD
HEAT
SINK
OHMMETER
(CHECK FOR SHORTS AND OPENS)
LEADATTACHINGNUTS
ALTERNATORS
6- I7
(CHECK FOR OPENS)
OHMMETER
OHMMETER
OHMMETER
(CHECK FOR OPENS)
(CHECK FOR GROUNDS)
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 windings. 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 ohmm 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
12V B A T T E R Y
Red
12V. B A T T E R Y
Red
Blark
OIL PRESSURE
Block
9o+--i
K E Y SWITCH
Red Wht.
Red
/. 1
VOLTAGE
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
a r e grounded.
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 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
r a t e d o u t p u t , a s h o r t e d Y- connected o r delta s t a t o r winding, o r a n open d e l t a winding,
m a y be t h e cause.
6 1 2 SERVICING CHARGING SYSTEM

WITH INTEGRAL REGULATOR
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
regulator installed a r e easily identified by
a n explosion- resistant s c r e e n at e a c h end
frame.
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
r e g u l a t o r m a y b e isolated as follows:
t h e lower unit to the engine any time the engine is run to prevent damage to the water
Now, w i t h t h e e n g i n e running, CAREFULLY AND SLOWLY i n s e r t a s m a l l bladed
Schematic diagram o f an alternator with an integral

regulator a W a harness length less than 20 feet.
s c r e w d r i v e r NO MORE THAN ONE-INCH

i n t o t h e test hole in t h e slip ring e n d f r a m e .
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
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
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
winding i s grounded and t h e r e g u l a t o r i s
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 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
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
place, then t h e alternator is defective and
m u s t b e r e p a i r e d o r replaced.
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
replaced, t h e regulator must be replaced
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
its failure t o control t h e alternator output
properly.
WATER PUMP
PULLEY
'
PIVOT BOLT
Checking for proper drive belt tension.
....
Exterior view of an alternator with an integral

regulator.
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 scaring them. NEVER use friction tape, which
leaves a gummy deposit which is very diffic 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.
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 accompanying 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
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 windings. 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 connecte 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 disconnected from the stator.
(CHECK FOR OPENS)
(CHECK FOR GROUNDS)
OHMMETER
OHMMETER
OHMMETER
OHMMETER
(CHECK FOR SHORTS AND OPENS)
(CHECK FOR OPENS)
(CHECK FOR GROUNDS)
6-20
ELECTRICAL
If all of t h e tests check o u t satisfactorily, 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 delta 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
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 ohmmeter 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 R100. 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 ohmm 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. Replace t h e diode trio if any one diode fails t o
check out.
SINGLE CONNECTOR
OHMMETER
Ohmmeter hookups for testing.
THREE CONNECTORS
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 neutrals 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
t h e NEUTRAL position, is installed in t h e
shift box on all boats.
The Delco-Remy, Autolite, and Prestol i t e cranking motors (starters) a r e used on
most marine engine installations.
The
Delco-Remy s t a r t e r has a solenoid mounted
on t h e field coil housing. The Autolite and
Prestolite units have s e p a r a t e solenoids.
Detailed, illustrated service procedures
a r e given in t h e following sections for e a c h
starter.
6-14 CRANKING SYSTEM

TROUBLESHOOTING
Regardless of how or where t h e solenoid
is mounted, t h e basic circuits of t h e starting
system on all makes of cranking motors a r e
t h e s a m e and similar tests apply. In t h e
following testing and troubleshooting procedures, t h e differences a r e noted.
Functional diagram of a typical cranking circuit.
ALWAYS TAKE TIME TO VENT THE

BILGE WHEN MAKING ANY OF THE
TESTS AS A PREVENTION AGAJNST IGNITING ANY FUMES ACCUMULATED IN
THAT AREA. AS A FURTHER PRECAUTION, REMOVE THE HIGH-TENSION WIRE
FROM THE CENTER OF THE DISTRIBUTOR CAP AND GROUND IT SECURELY TO
PREVENT SPARKS.
All s t a r t e r problems fall into one of
t h r e e problem areas:
1- The s t a r t e r fails t o turn.
2- The s t a r t e r spins rapidly, but does n o t
crank t h e engine.
3- The s t a r t e r cranks t h e engine, but too
slowly.
The following paragraphs provide a logic a l sequence of tests designed t o isolate a
problem in t h e cranking system.
ENGINE
CRANKS
SLOWLY
tE
TEST A N D RECHARGE
OR REPLACE BATTERY
CHECK EXTERNAL CIRCUIT

VOLTAGE DROP
TEST AND RECHARGE

OR REPLACE BATTERY
CHECK STARTER RELAY
L7--J
I
RELAY CLICKS
TEST STARTER
UNDER LOAD
TEST STARTER
AT N O LOAD
CLEAN A N D TIGHTEN
CONNECTIONS,
REPLACE CABLES OR
RELAY, IF NECESSARY
TROUBLE O V E R
CRANKING CURRENT
H l G H AND N O LOAD
CURRENT NORMAL
N O T CLICK
1CHECK
IGNITION SWITCH
A N D STARTER RELAY A N D
INSPECT WIRING. REPAIR
OR REPLACE.
TROUBLE O V E R
I
LOW. OR N O
CHECK STARTER
TROUBLE OVER
CONNECT JUMPER ACROSS
STARTER RELAY
ENGINE DOES
N O T CRANK
ENGINE
CRANKS
LORD' CURRENT
ENGINE FRICTION
EXCESSIVE
DETERMINE CAUSE
AND REPAIR
TROUBLE O V E R
HIGH OR L O W
REPLACE STARTER
CHECK CONNECTIONS AND CABLES,

CHECK FOR LOCKED STARTER-DRIVE
OR HYDROSTATIC LOCK.
REPAIR OR REPLACE.
TROUBLE O V E R
TROUBLE O V E R
Engine Cranks Slowly
Engine Will Not Crank
REPLACE
RELAY
TROUBLE O V E R
6-22
ELECTRICAL
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.
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 brightness 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 secondary battery if one is available; or t o replace i t with a known fully charged one.
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 relay, 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 FORWARD 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 temporarily 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 bridging 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.
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
t o t h e ignition switch. If t h e s t a r t e r s t i l l
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, Curr e n t D r a w Test.
CURRENT DRAW TEST
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
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
under load. T h e c u r r e n t d r a w should n o t
e x c c e d 190 a m p e r e s .
CHECKING CRANKING CIRCUIT
RESISTANCE
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
all, o r if t h e solenoid f a i l s t o e n g a g e t h e
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
STARTERS
6-23
Functional diagram of hookup for various voltage

tests outlined in the text.
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.
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
t h e boat.
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 h a r g e , if necessary. GROUND t h e distributor 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
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
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
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 solenoid.
2- M e a s u r e t h e v o l t a g e d r o p during
cranking between the battery lead terminal
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 volt 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
AUTOLITE AND PRESTOLITE CRANKING

SYSTEM VOLTAGE TESTS
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
a c c u r a t e l y while i t is mounted on t h e engine, several t e s t s c a n be made for excessi v e resistance in t h e cranking system circuits. The following four t e s t s a r e designed
t o isolate excessive resistance with t h e syst e m under load.
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 i t
for at l e a s t five minutes t o c l e a r a n y f u m e s
accumulated in t h e bilge.
REMOVE THE HIGH-TENSION WIRE
FROM THE CENTER O F THE DISTRIBUTOR AND GROUND IT BEFORE MAKING
ANY O F THE FOLOWING TESTS.
The circled numbers on t h e accompanying illustration a r e keyed t o t h e tests and
indicate t h e connection for t h e v o l t m e t e r
leads.
Tl3T 1
Voltage Drop Across the Battery Terminal Cable and Post:
C o n n e c t t h e positive lead of t h e voltm 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.
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 battery.
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
s t a r t e r relay.
Do not c o n n e c t i t t o t h e
cable, but directly t o t h e terminal.
A t t e m p t t o crank t h e engine as describe 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
s t a r t e r is drawing t o o much c u r r e n t because
t h e cable is t o o thin, o r t h e connection at
t h e relay i s corroded. C l e a n a n d tighten t h e
connection or replace t h e cable.
TEST 3
Voltage Drop Across the Contacts Inside
the Starter Relay:
Leave t h e positive lead of t h e voltmeter
connected t o t h e positive b a t t e r y post.
C o n n e c t t h e negative lead of t h e voltmeter
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,
a s shown. A t t e m p t t o crank t h e engine as
described in T e s t I and n o t e t h e voltage
drop. If t h e voltage drop is more than 0.3
volt, t h e s t a r t e r relay must be replaced
because t h e c o n t a c t s a r e burned.
-
TEST 4
Voltage Drop Between the Negative Battery Post and t h e Engine Ground:
Connect t h e positive lead of t h e voltm 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 painte d surface. C o n n e c t t h e negative lead of
t h e voltmeter t o t h e negative b a t t e r y post.
as described in
A t t e m p t t o c r a n k t h e engine
-
NEGATIVE LEAD
--
Functional diagram of hookup for various tests of an

Autolite or Prestolite starting system. The numbers
are identified in the text.
DELCO-REMY STARTER
6-25
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 connect 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.
Starter armature and clutch assembly.
6-15 DELCO-REMY STARTER

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 include 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
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 internally 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
PLUNGER
ULATED BRUSH HOLDER
Cross-section view of a cranking motor.
RETURN SPRING
6-26
ELECTRICAL
COVER
r
l NSULATED
.I'a
Principle parts of the starter armature and clutch

assembly. NEVER wash the clutch assembly in solvent
or the lubricant will dissolve causing the unit to seize.
WASHERS
SERVICING DELCO-REMY STARTERS
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 closed; current flows t o t h e armature; t h e arma 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 overrun.
START SWITCH
NEUTRAL SAFETY SWITCH\4,.-.-
L.
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 commutator f r o m t h e brushes; resistance is increased; 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 replacing 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.
k.$
PLUNGER
I
RETURN
SPR lNG
Functional diagram of the starter solenoid circuit.
Arrangement of the drive housing and related parts.
DELCO-REMY
COMMUTATOR
END FRAME
Exploded view of the Delco-Rerny starter with principle parts identified.
6-27
6-28
ELECTRICAL
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 bushing during a s t a r t e r overhaul.
FIELD COILS
DELCO-REMY
6-29
SNAP
RING,
RETAINER
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 vibrates, 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
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 12v 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 batt 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
PINION
I
'JER
6-30
ELECTRICAL
pinion back t o t a k e up t h e slack; a n d measu 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 , teste 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.
SOLENOID
CONTACT
FINGER
BRUSH
PLUNGER
\
IAULATED
BRUSH HO LDER
BRUSH SPRING
GROUNDED BRUSH HOLDER
RETURN SPRING
m
PEL^ COIL
ARMATURE
AS;IST
SPRING
CLU TCH
DELCO-REMY
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 grounde 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; insulate 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 armat 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
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 jumpe 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 position and i t will remain t h e r e until t h e batt 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 between 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 bet 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
PLUNGER
RETURN SPRING
6-32
ELECTRICAL
cables, and necessary wiring f o r efficient

operation. The s t a r t e r has a special moveable 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 installed 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
SAFETY BAND
The s t a r t e r has an integral, positiveengagement drive mechanism.

The sequence 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 directed 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.
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. Separate 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.
STARTER FRAME
BAND
FIELD COILS
STARTER
PLUNGER LEVER
PLUNGER RETURF
CPRING
Exploded view of an Autolite starter with principle parts identified.
AUTOLlTE STARTER
DUST
CONTACT
CORRECT
6-33
l NCORRECT
Armature segments proper1 y cleaned ( l e f t ) and

improperly cleaned (right).

Clean t h e field coils, armature, commut 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, because t h e solvent would damage t h e insulation 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 procedures outlined in t h e Testing Sections of this
Chapter.
Check t h e commutator for run-out. Inspect 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 3240 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 deale r , but all other assemblies must be replace 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.
illustrations as a n aid in performing t h e
work.
HACKSAW BLA
ARMATURE CORE
Armature check for a short: one test light lead on

each commutator segment, alternately, and the other
lead on the armature core. No continuity.
Method of testing the armature for a short circuit

using a growler and hacksaw blade. If the blade
vibrates, the mica must be cleaned out or the armature
replaced.
6-34
ELECTRICAL
CONNECT TO O N E
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 terminal.
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 winding insulation has failed, perwitting a conductor 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 voltage. 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
AND HOLDING
TERMINAL
SCREW
JUMPEI) LEAD
'*C
:OLTMETER POSITIVE LEAD

TOUCH TO COMMUTATOR
NEGATIVE LEAD VOLTMETER
Principle parts of the field coil and brushes.
FROM FRAME
Field Ground
C i r c u i t Test
3- Grounded field windings can be det 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 posit 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 terminal. 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 voltm e t e r indicates any voltage, t h e field windings a r e grounded and must be replaced.
AUTOLITE STARTER
Place t h e brush end p l a t e into position

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 brushes.
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 service, solder t h e lead, clip and terminal together, 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.
6-35
Bench testing a starter.
6-36
ELECTRICAL
C h e c k t h e brush spring tension by pulli 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 overrun
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 overrun 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 acc 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

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 cranking 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 FoloThru t y p e d r i v e designed t o o v e r c o m e dise 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

Remove t h e pin and t h e Bendix drive.

Remove t h e bearing assembly f r o m t h e arma 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.

Clean t h e field coils, a r m a t u r e , commut 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
PRESTOLlTE STARTER
6-37
drive-end housing with a brush o r compresse 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 proc 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
2
3
4
5
- Thru Bolts ( 2 )
- Lockwasher (2)
- Cover and Bearing Assembly

- Thrust Washer
- 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 Packaoe1 4 -Thrust Washer
2.
*
Exploded view o f a Prestolite starter with principle parts identified.
15 - Armature
16 - Roll Pin
17 - Screw (2)
18 - Lockwasher (2)
19 - Intermediate Bearing Assembly
2 0 - Bendix Drive Assembly
2 1 - End Frame Assembly
6-38
ELECTRICAL
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 comm 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 3240 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 deale r , but all o t h e r assemblies must be replace 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 lockwashers 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 firmly*
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 tighte 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.
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 suggestions 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
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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 controlling 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 cutout switch in t h e cranking system.
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 logic a l sequence of t e s t s , checks, and adjustments, 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.
illustrations a s an aid in performing t h e
work.
DIFFICULT SHIFT OPERATION
ADJUST
FRICTION ADJUSTMENT
One type of OMC shift box.
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 safetyneutral switch may have a dead s p o t and
will not indicate t h e switch i s d e f e c t i v e
unless t h e shift lever is fully cycled f o r e a c h
test.
7-2
REMOTE CONTROLS
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 positions, 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.
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 accomplished 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 exhaust 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 inspected. See Chapter 10, Stern Drive.
CRANKING SYSTEM INOPERATIVE
3- If t h e cranking system fails t o operate 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 20a 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 terminal. 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
Now, t u r n t h e
t o t h e START position.
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
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 ignition 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 positions. 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 remain 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
LEVER
CONTROL
LEVER
CONTROL
LEVER
KNOB
SCREW
CONTROL
LEVER
KNOB
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 positions. 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 positions. 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.
ASSEMBLING AND ADJUSTING
5- ALWAYS TAKE CARE when assembling t h e shift box, not t o damage t h e

remote- control unit. The arm on t h e switch
MUST l a y in t h e cutout 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 counterclockwise 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

PUSH BUTTON TYPE SHIFT BOX
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 terminal on t h e bottom of t h e switch marked +
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
REAR
HOUSl NG
HOUSING
11 )I
/
/
NEUTRAL
POSI T I ON
\
\
THROTTLE CAM
7-6
REMOTE CONTROLS
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 continuity.
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. ThereE 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

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 require 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 operation.
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
lockout push b u t t o n m u s t be depressed bef 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 moving t h e idle t r i m l e v e r back.
TROUBLESHOOTING
7-7
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
1Remove 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 position.
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.
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 othe r probe. Again move t h e shift lever t o t h e
FORWARD, NEUTRAL, and REVERSE positions. 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
shift lever is in REVERSE, and remain off
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 connector.
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
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 frict 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 ins 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 control.
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 position 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
CLAMP\
OIL BRASS SLEEVE
BEFORE ASSEMBLY CASING SCREW
INSPECTION
"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 comp 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 possible 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 Allenh e a d on t h e 9 0 S e r i e s e n g i n e s and fillisterh 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.
NORMAL REVERSE
(HANDLE SHOWN IN
NEUTRAL POSITION)
NORMAL
CONTROL CABLE
\
REVE R S E L O C K O U T
PUSHBUTTON
//
Lubricating the inner wire of the control cable using an
electric drill, as described in the text.
7-8 REMOTE-CONTROL CABLE

INSTALLATION
\IDLE
T R IM L E V E R (SHOWN IN
NORMAL POSITION)
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 ins t a l l e d properly f o r s a t i s f a c t o r y operation.
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
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
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.
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.
OIL RESERVOIR
408 PSI RELIEF
I&
m,
BOW POINTER "HI"
- TRIM OUT
7-9 SELECTRIM FOR

IN-LINE ENGINES
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
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 respect t o t h e boat bottom.
This a n g l e
change contributes t o maximum boat attit 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
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.
When t h i s s w i t c h i s moved t o t h e HI
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
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
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

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
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
BOW POINTER CENTERED

TRlM NORMAL
"LO"
OIL RESERVOIR
~1
4 0 PSI
0 RELIEF VALVE
CHECK
VALVES
SHUTTLE VALVE
BOW POINTER "LO" - TRIM IN
SelecTrim controlling angle of the stern drive.
7-10
REMOTE CONTROLS
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 condition 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
S e l e c t r i m m o t o r f r o m overload. If t h e Slect 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
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
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
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 3 0 seconds. 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
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 operated.
REMOVAL
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 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.
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
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.
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
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
then t i e t h e chains together t o prevent t h e
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
a s t r a i n o n t h e e n g i n e is t a k e n .
ENGINE MOUNT
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
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
s t a r b o a r d f r o n t m o t o r mounts.
Take a
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
weight has been removed from t h e trim
assembly.
2- O n t h e 1 6 5 h p e n g i n e installation,
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
pivot s h a f t at t h e t o p of t h e jackscrew.
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
pivot pin.
3- R e m o v e t h e t r i m assembly and c a t c h
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
t h e engine bracket.
4- O n 120 t o 140 hp e g n i n e installations,
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 mounting 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 o t t o m of t h e S e l e c t r i m boot.
DISASSEMBLY
5- Unscrew t h e jackscrew by t u r n i n g t h e
Selectrim engine mount counterclockwise t o
allow room t o c l a m p t h e jackscrew in a vise.
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.
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 hammer.
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 bracket 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 selftapping 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.
10R 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. CAREFULLY r e m o v e t h e m o t o r t o avoid pulling
REMOTE CONTROLS
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 Oring. If t h e ring i s in good condition, i t m a y
b e ilsed again.
15To 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
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, disconn 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.
20- ~ e i c a v et h e t h r u s t washer, t h r u s t
bearing, a second t h r u s t wassher, a n y shims,
and t h e O-ring f r o m t h e m o t o r mount bore.
REMEMBER, t h e y w e r e removed in t h e orde r listed as an aid t o assembly.
21- Notice how t h e upper bearing i s

positioned in t h e m o t o r m o u n t t o provide
c l e a r a n c e f o r t h e jaws of a bearing removal
tool.
22- Install t h e puller properly, and t h e n
r e m o v e t h e bearing.
WORM
WHEEL
COVER
0-R I NG
GROOVE
GEAR
7- 14
REMOTE CONTROLS
LOWER
BEARING
BOTTOM SIDE
UPPER
BEARING
"0" RING

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.
SELECTR IM
UPPER
BEARING
7- 15
"0" RING
Inspect the screw threads for wear and distortion.
ASSEMBLING
1- Tool Drive No. 311880 and Bearing

Installer No. 907990 a r e required t o perform
this bearing installation. T h e tool will s e a t
t h e bearing t h e proper d e p t h in t h e cavity.
Drive t h e upper needle bearing i n t o t h e
m o t o r mount upper bearing c a v i t y with t h e
l e t t e r side of t h e bearing f a c i n g up.
2- In this order, install t h e t h r u s t washe 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.
F i r s t , install t h e worm wheel-and-shaf t

assembly i n t o place.
Next, use a shim
gauge, Special Tool No. 970988, t o d e t e r mine how m u c h shimming is requied t o obtain t h e ZERO end play. O n c e this i s d e t e r mined, r e m o v e t h e worm wheel-and- shaft
asembly; and finally, add t h e required shims.
TOOL DRIVER
31 1880
BEARING
INSTALLER
4- Special Bearing Installer Tool No.

907989 and Drive Handle No. 311880 a r e
required t o perform this bearing installation. ALWAYS press against t h e l e t t e r e d
side of t h e bearing during installation. Ins 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
WORM
WHEEL
COVER
GEAR
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 jackscrew.
6R 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.
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 .
WORM
WHEEL
COVER
GEAR
* - .---'
SHIM
GAUGE
907986
10- Special Tool No. 907986 i s required t o

perform this step. Determine t h e shimming
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.
14- P r e s s t h e rubber g r o m m e t i n t o t h e
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
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
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
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.
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 SelecT 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.
FRONT
ENGINE
MOUNT
ASSEMBLY
\
SELECTRIM FORD V8
The unit consists of a hydraulic pump,

reservoir, and e l e c t r i c motor. Two hydraulic a c t u a t o r s a r e located under t h e forward
motor mounts. The e l e c t r i c motor is actuated 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 hydraulic 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 displayed 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 Sunoplex 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
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
PI TRIM IN - BOW
DOWN

The SelecTrim allows t h e angle of t h e
vertical drive unit t o be changed, with res p e c t t o the boat bottom.
This angle
change contributes t o maximum boat attitude 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-hydraulic unit a t t a c h e d t o t h e f r o n t motor
mount.
7-1 9
Operation o f the OMC SelecTrirn.
7-20
REMOTE CONTROLS
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 system.
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 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.
F-sLRypRI
r400 PSI R E L I E F
SELECTRIM SERVICE
T h e following s e c t i o n s provide step- bys 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
units a r e also included.
The sections a r e coded for easy refere 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 illustrations.
BOW POINTER
"HI" - TRlM OUT
TRIM CYLINDER SERVICE

BOW POINTER CENTERED
TRlM NORMAL
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 e d s t e p s t o r e m o v e , disassemble, c l e a n , ins 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 cylinder.
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
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
a t t a c h a n y t e s t irlstrurnents un ti1 t h e piston
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
riding down t h e c h a i n as a s t r a i n on t h e
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 -
" LO"
, O I L RESERV0,IR
~n
4 0 PSI
0 RELIEF VALVE
I
BOW POINTER " LO" - TRlM IN

SelecTrim system controlling the bow position.
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 knifet y p e disconnect.
4- 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 piston rod hydraulic l i n e s
at t h e pump unit. R e m o v e t h e hydraulic
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
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
t o bend t h e hydraulic lines. T h e oil f i l t e r
m a y h a v e t o b e removed f o r additional
clearance.
Because of t h e wide r a n g e of b o a t hull

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
t o r e m o v e t h e e n g i n e a n d SelecTrim unit
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 removal.
CYLINDER DISASSEMBLY
1- R e m o v e t h e hydraulic lines f r o m b o t h
cylinders. R e m o v e t h e g a u g e s e n d e r unit
f r o m t h e p o r t s i d e cylinder. Bend t h e t a b s
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
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 Loct 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
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.
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,
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 backup
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
BACKUP
RINGS
SELECTRIM FORD
ROD
WIPER
LIP
RETAINING
RINGS
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 prope 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. Conn e c t t h e ground l e a d under t h e a f t screw.
TRiM CYLINDER INSTALLATION

5Place t h e motor mount and t r i m
cylinder assembly in position under t h e engine.
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 eng 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
&
BACKUP
RINGS
T SEAL
ASSEMBLY
7-24
REMOTE CONTROLS
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
PACKAGE
7-11 HYDRAULIC PUMP

AND MOTOR SERVICE
T h e hydraulic pump installed in t h e seIecTrim assembly i s a c o m p a c t , high-press 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
cylinders.
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.
-0
HEAD ASSEMBLY
COMMUTATOR END
REMOVAL
1D 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
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 disengaged. 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
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 .
Remove t h e f r a m e screws, disconnect t h e
leads, a n d t h e n r e m o v e t h e e n d head.
3Remove t h e screws securing t h e
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 service 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.
Testing an armature on a growler with a hacksaw

blade.
TEST LEADS
ARMATURE

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
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
MANUAL RELEASE
INCORRECT
Armature segments properly cleaned ( l e f t ) and

improperly cleaned (right).
7-26
REMOTE CONTROLS
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 vibrates, 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 indications 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.
Place t h e armature, frame, and field assembly 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 armature commutator does n o t disengage t h e
brushes during assembly.
Attach t h e motor cable t o t h e appropriate solenoid terminals and a c t u a t e t h e
switch t o check for proper motor operation
in both directions. The motor current, when
i t is not assembled t o t h e pump, should not
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
marks made during disassembly.
Lightly
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.
WASHER
D A T Y A r c
F l ELD ASSEMBLY
O-RING
RESERVOIR
HO US1NG
SELECTRIM PUMP
7-27
MANUAL RELEASE VALVE

REPLACEMENT
RELEASE
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.
,VALVE
BODY
PUMP AND MOTOR INSTALLATION

3- Install t h e pump on t h e engine. Conn 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.
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.
/ .'
HANUAL RELEASE
ADDING FLUID OR FILLING A DRY

HYDRAULIC SYSTEM - INSTALLED
This procedure should be used if a substantial 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
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 direction, 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 following sections.
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
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 occ 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 trirnming, 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.
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

Tru- Course S t e e r i n g i s a n O M C mechanic 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 developed 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 syst 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
TRUCOURSE STEERING
on a dead-ahead bearing, and i s m o r e posit 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 direction 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-andbracket assembly.
Two cables a r e secured t o t h e drum assemblies at e a c h end and a r e encased inside a
one-piece housing.
C a b l e tension adjustm e n t is provided at e a c h cable drum.
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-andb 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-interm 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-andbracket 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 remain 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.
PLATE
\l
DRUM
RETAINING
SCREW CLAMP
SINGLE
STAT ION
CABLE ASSEMBLY # 1
PLASTIC COVER GUARD
7-30
REMOTE CONTROLS
R
STAINLESS
~
~
~
N APPLY
G
ANTI
CORROSION
LUBRICANT
BEFORE
ASSEMBLY
SUPPORT BRACKET
HOLE
STEERING
SHAFT
RETAINING
/ SCREW
LOCKWASHER
SPRING
CABLE GUIDE
,TO BOTTOM
DRUM AND SUP
PLASTIC NUT-
ASSEMBLING
GUARD
1T 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 ing s c r e w holes in both c a b l e drums. T h e s e
holes MUST b e aligned w i t h holes in t h e
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
c a b l e drum shaft. If t h e c a b l e assembly h a s
been disturbed, t h e cable- and- drum assembly MUST b e CENTERED. F i r s t , i n s e r t t h e
g e a r s h a f t through t h e c a b l e drum- and- brack 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
screw.
Next, t u r n t h e gear- and- shaf t
assembly in e i t h e r d i r e c t i o n until i t stops,
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
assembly i s now properly c e n t e r e d a n d ready
t o be installed.
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.
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 in position w i t h t h e hole in t h e
d r u m aligned w i t h t h e hole in t h e s h a f t .
Slide t h e g e a r s h a f t through t h e c a b l e drum
a n d i n t o t h e f o r w a r d bushing. Install t h e
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
lockwasher.
Tighten t h e s c r e w s e c u r e l y .
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
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
g e a r c a s e . This position will b e t h e deada h e a d position. Install t h e v e r t i c a l d r i v e as
outlined in C h a p t e r 10, S t e r n Drive.
DASH
RETAINING
SCREW
\'
BRACKET
ADJUSTING
NUTS
-CABLE
SINGLE
STAT ION
ASSEMBLY # I
PLASTIC COVER GUARD
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 hardover 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 installed, 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 direction 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 disassemble 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 assembly. Unscrew t h e c a b l e tension adjusting nut.
7-32
REMOTE CONTROLS
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
c l a m p screw.
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.
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
housing.
Unwind a n d dislodge t h e c a b l e
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.
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
TRU-COURSE STEERING
DEFLECTION WITH
FlNGER PRESSURE
7-33
TRU-COURSE ADJUSTMENTS
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 installing 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 tensioner. 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 following 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.
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
TRU-COURSE MAINTENANCE
Adjusting the steering wheel rudder indicator.
The cable and t h e drum-and-bracket

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-corrosion 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
Tru-Course steering installation.
Two models of mechanical push-pull

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
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
c a b l e t o t h e s t e r n drive terminal assembly.
2- R e m o v e t h e four bolts on t h e transom
p l a t e covers.
BEZEL
20 ADAPTER
Dashboard mounted steering wheel without an a d a p

ter (left) and with one (right).
@---- NUT
WASHER --gi
7-35
REMOTE CONTROLS
7-36
CABLE INSTALLATION
Arrangement of parts to pass the steering cable

through the transom.
3- Remove t h e rack housing under t h e

dash. Remove t h e rack assembly from t h e
s h a f t housing by removing t h e four a t t a c hing bolts. Remove any t a p e o r t i e s t h a t a r e
supporting t h e cable along i t s run.
The
c a b l e MUST be removed through t h e hole in
t h e transom.
On some installations, t h e
rack assembly must be removed t o allow t h e
c a b l e t o pass through t h e transom. In t h e
No. 2 units, t h e rack is p a r t of t h e steering
helm assembly and MUST NOT be removed.
Remove t h e cable f r o m t h e rack assembly,
and then pull t h e c a b l e o u t t h e hole in t h e
transom.
tom
DESCRlPTlOW
..........
Elastic Stopnu, Hex 5/16-24
Back p l u e
........................................
From place
..........................................
Bok, Hex Hd, 5/16-18s 1/2 Lg.
....
Bolt, Hex Hd, 5/ 16-24 x 7/8 Lg.
....
Terminal assemMy
............................
Nut, Hex 5/16-18 ..............................
Screw,Rd. Hd. 1/4-20 x 3" Lg. ......
Transom Plate, Outer ......................
10
Seal ......................................................
11
Transom Plate, I n n s
12
Flat washer, 1/4
13
-
Nut, H e r 1/4-20
......................
I.D. .....................
.............................
4- For some installations, t h e rack housing 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
parentheses, r e f e r t o indexed numbers on
t h e accompanying illustration. Insert t h e
c a b l e assembly through t h e hole in t h e transom and f e e d t h e cable forward t o t h e helm.
The transom p l a t e (11) must be sealed by
laying a small bead of waterproof caulking
compound onto t h e flange where t h e p l a t e
c o n t a c t s t h e transom.
Position t h e p l a t e
(11) against t h e transom and s e c u r e i t with
bolts (8), _w a s h e r s (12), and nuts (13).
CHECK t h e O-ring seal t o be sure i t i s
properly seated.
Tighten t h e p l a t e nuts
securely.
Insert t h e end of t h e c a b l e
through t h e s t e r n drive terminal assembly
(6). Insert t h e bolt through t h e hole using
any of t h e slots in t h e cable end.
6- Turn t h e s t e r n drive by hand hardover 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
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.
@--b
@--a
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 hookup a t t h e dash.
7-14 OVER- UNDER C A B L E

REPLACEMENT
REMOVAL
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 parrallel 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
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 channel, 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
U CLAMP
GROOVE
RUBBER
1 4:28
NUT
RACK SHOWN
I N INVERTED
POSITION
INSTALLING CABLE 1 4" -28 NUT
OVER-UNDER HELM REMOVAL
TIGHTENING C A B L E HOUSING U BOLT
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
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.
MECHANICAL STEERING
-STEERING
7-39
WHEEL
1
0
HELhl B E L L
NUT
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 repositioned 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 adjustm 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 replace t h e screw. The brake is now on t h e
PLATE
PLATE
~POS~TIONING
REPOSITIONING B R A K E SHOE
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
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-toside several times. The wheel should move
7
\
smoothly and easily with uniform pressure

throughout the turning range. If considerable pressure is required, check t h e cable
run for bends of less than 5" radius; cable
hangers or supports being too tight or distorting 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
periodically with a good grade of
lubricant, OMC Triple Guard, or
If t h e boat is used in salt water,
should b e done more often.
lubricated
waterproof
equivalent.
lubrication
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 mechanism 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 perf 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
DISC
DUST
CAP
SPRINGS
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 activated, 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 batt 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
A cutaway drawing o f a cranking motor solenoid

with major parts identified.
The hammer-blow coupling installed between 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
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 syst 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 130160 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
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
l e a d a n d t o a good ground w i t h t h e o t h e 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 solenoid and t o a good ground w i t h t h e o t h e r
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 bet 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 ignition 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 rblow 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

T h e following p r o c e d u r e s give d e t a i l e d
step- by- step i n s t r u c t i o n s f o r removal, disas-
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 illustrations. T h e s e c t i o n s a r e c o d e d f o r
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
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 stalltorque test
will provide information essential when
overhauling t h e motor. To m a k e a stalltorque 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 perf o r m a similar t e s t for t h e opposite rotation. Remove t h e b a t t e r y lead from t h e
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 connection 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
stalltorque 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 insulation on t h e a r m a t u r e and field.
YELLOW CABLE
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.
TlLT MOTOR
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 assembly. 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.

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 lubr 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 segments. 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.
T I L T SOLENOIDS
8-5
Worn brushes, as described in the text, must be

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.
I
\
-\\
YELLOW CABLE
CONNECTOR
T l L T SWITCH
k
'
BLACK
CABLE
CONNECTOR
I
IGNITION
SWITCH
AMMETER
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
TEST LEADS
ARMATURE
'UR E
COMMUTATOR
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 millia 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 segm 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 segm 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 segm 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.
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 indicates 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 bet 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 insulation b e t w e e n t h e s e g m e n t s MUST b e underc 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.
End plate brush holder partially removed t o expose

the brush holders, springs, and worn brushes.
TILT MOTOR
8-7
End Head Bushings

Side play of e a c h end head on t h e armat 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 bearings 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 possible. 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 drivee 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 commutator-head assembly.
Testing the field coils, as described in the text.
8-8
TILT MECHANISM
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 intermedia 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 ftlbs. Connect t h e electrical plugs. Perform a
functional check of t h e motor for p r o p e r operation.
TILT MOTOR SPECIFICATIONS

Rotation
Minimum torque
Amperes
Voltage, approx.
End play
Reversible
27 in.-lbs
120
11
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 damage d o r broken, i t will probably be necessary
t o remove t h e pieces with a pair of needlenose pliers.
2- There a r e t h r e e p a r t s t o e a c h coupler, 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
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
t o be sure t h e coupler will slide on freely
without binding.
3- Slide t h e nylon washer over t h e end
of t h e worm gear.
Install t h e coupler
assembly into t h e intermediate housing with
t h e keyway in t h e coupler indexed into t h e
slot of the worm gear shaft. Install t h e tilt
motor; see Section 8-3, Step 5 , on t h e
previous page.
TILT CLUTCH
%9
8-5 TILT CLUTCH

AND WORM GEAR SERVICE
The clutch and worm gear a r e installed
in t h e intermediate housing on t h e port side
of t h e stern drive. The assembly is accessible from outside t h e boat. In order t o
service this unit of t h e t i l t mechanism, t h e
t i l t quadrant must be removed, or t h e stern
drive removed, s e e Chapter 10.
1- Lift t h e stern drive a s high as possible and secure i t in place a s a s a f e t y pre-
8-10
TILT MECHANISM
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 suita 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.
RETAINING
RING
END
PLATE
8- 1 1
eF
3~
+
SHIM
TILT CLUTCH
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.

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

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
8- 1 2
TILT MECHANISM
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
with t h e word U P a t t h e t o p of t h e t i l t
housing. Install t h e four a t t a c h i n g bolts a n d
tighten them t o a torque value of 5-7 ft-lbs.
Install t h e t i l t gear on t h e spline s h a f t and
lock i t in place with a T r u a r c retaining ring.
Fill t h e clutch housing with S.A.E. 30 weight
oil.
5- Slide t h e thin nylon washer onto t h e
s l o t t e d end of t h e worm g e a r s h a f t until
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
pins. Slide t h e s l o t t e d end of t h e worm g e a r
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 turning t h e t i l t gear. Install a NEW O- ring o n t o
t h e bearing r e t a i n e r and c o a t i t with anticorrosion lubricant. Press t h e bearing retainer into t h e end of t h e worm gear bore
with your thumbs. TAKE CARE not t o
d a m a g e t h e O-ring.
6- Use a pair of T r u a r c ring pliers and
install t h e retaining ring t o s e c u r e t h e bearing in place.
If t h e t i l t quadrant w a s
removed, position i t on t h e spur g e a r and
s e c u r e i t with t h e t h r e e 9/ 16" bolts. Install
t h e s t e r n drive, if i t w a s removed, see
C h a p t e r 10.
COOLING
9- 1 DESCRIPTION
An impeller-type pump (make-up pump)
installed in t h e vertical drive supplies circulating 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 circulating 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
stern drive, t h e following caution MUST
ALWAYS b e observed before starting t h e
engine for any reason, at any time:
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 operation, t h e impeller functions a s a centrifugal pump. An eccentric action is developed
by the impeller because i t is offset from
Arrangement of parts for the stern drive water

pump, housing, impeller, key, and plate.
Routing schematic of coolant flow through the engine circulating pump.
Routing schematic of coolant flow from the stern

drive.
Cooling system for early 120 h p engines.
Cooling system for late model 140-165 hp engines.
ATER CIRCULATION
I
2
3
10
11
12
13
UATEI: 1YT:IKC
WATER I:LOU
SU IVEL HOI~aSI\G
U CITEK PC:'\IP
UATEt< FLOU
PIVOT ('AP. P L A T E . ?\D C 4 S K t T
h L E T HOSE
E X H A U S T \I.?i\;lFLOLD
I k L E T HOSE
O C T L E T HOSE
Tt4ER:iOSTAT HOC SING
THEKZIOSTAT
2IIkKIhE C I R C l j L A T O K Pti,\iP
UATEK t L O U
I4
CYLlhSCK HEAD
l3
4,4
5
6
7
8
Y
12
9-3
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.
14
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
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
During high-speed o p e r a t i o n , t h e impelle r blades a r e p r e v e n t e d f r o m m a k i n g contact 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 installation. 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 cranks 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-
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 nona 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 ins 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 coola 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 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.
WATER FLOW W I T H COLD ENGINE

Routing o f coolant flow in the thermostat housing,
1974-1 979 V 8 engines.
WATER CIRCULATION
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 manifold 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 engine.
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
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 thermostat 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 opera 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 thermo 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 recirculation through t h e block.
The water
which w a s pumped upward p a s t t h e thermos 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 WITH WARM ENGINE
WATER FLOW WITH COLD ENGINE

Routing of the coolant flow in the thermostat
housing, 140-165 hp engines.
WATER FLOW
VV ITH COLD ENGINE
Routing o f coolant flow in the thermostat housing,

120 hp engines.
9-6
COOLING
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 manifold 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. Ins 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
PULLEY
TEST ALTERNATOR
POINT
I
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 ins 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
T h e t e m p e r a t u r e g a u g e and t h e
system.
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 proc e d u r e s t o pinpoint a n y problem in t h e cooling s y s t e m .
The final section outlines necessary
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
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
u
T
CRANKSHAFT
PULLEY
ALTERNATOR
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.
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 wate 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
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 prelimin 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, blocka 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 availa 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.
6Exhaust 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
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 container. Compare this t i m e with t h e specification 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
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 permitting exhaust gas to e n t e r the cooling system.
See Chapter 10, Stern Drive f o r
service in this area.
8- Replace t h e intermediate-to-manifold 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 housing.
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 specified 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 exhaust elbow is t o blame.
On V 8 engine installations, TAKE TIME
t o m a k e this t e s t on both t h e starboard and
port exhaust manifolds.
Replace t h e plastic test hose from t h e
lower exhaust manifold t o t h e upper thermostat housing with t h e regular hose.
9- On V-type engines:
Remove t h e
plastic test hose from t h e thermostat t o t h e
upper exhaust manif old, at t h e manif old.
On in-line engines: Remove t h e port side
(outer) plastic test hose from t h e therm ostat t o the exhaust manifold, at t h e manifold. Hold a container over t h e end of t h e
TROUBLESHOOTING
9-9
hose and run t h e engine at about 550 rpm

and note t h e t i m e required t o fill t h e container. As t h e container fills, submerge t h e
end of t h e hose in t h e water and check f o r
bubbles. Compare t h e fill t i m e with t h e
t i m e given in t h e accompanying chart. If
the container fails t o fill in t h e required
t i m e or if air bubbles a r e present, t h e
problem could be: A leaking head gasket; a
crack in t h e block; a defective engine w a t e r
pump; or a defective thermostat. On V-8
engines, TAKE TIME t o make the test on
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
Hp Engines
1
2
3
4
None
intermediate housing-to-manifold
Manifold-to-thermostat housing inlet
Thermostat housing outlet-to-manifold
165 Hp
Engines
185,200,210,
225 & 245 Hp
Engines
9-10
COOLING
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 bott 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 indicates e i t h e r a blown head n a s k e t or a c r a c k
BAD NE&~S, VERY BAD
i n t h e block.
NEWS!
EXHAUST MANIFOLDS
9- 1 1
These corroded end cap nipples must be replaced

with a new set.
To ensure adequate water flow, the exhaust manifolds should be cleaned every 350-450 hours o f engine
opera tion.
t o t h e t h e r m o s t a t housing.
Remove t h e
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.
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.

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 probl 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 proc 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 section, 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.
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 manifold. 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 burni 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 manuf 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 thoroughly 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
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 manif 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 suspected, 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 "FormA- 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.
the lower unit to the engine m y time the engine is run to prevent damage to t
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 housing, 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, considerable 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 removed 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 Housing R e m o v a l , S e c t i o n 10-6 o r 10-27A.
OIL LEVEL GAUGE

BEARING
STERN DRIVE
9- 13
TRU-COURSE STEERING
WORM WHEEL
,RUDDER
TRIM TAB
,UNDERWATER
EXHAUST
OUTLET
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
UPPER GEAR HOUS l NG
WATER PUMP
2- Detailed illustrated instructions f o r

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 swive l housing, see Swivel Housing Removal,
Section 10-12 o r 10-36.
WATER PUMP
9-15
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 Exh 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
4- Install t h e upper housing into t h e

exhaust housing, s e e Upper Housing Installation, Section 10-20 or 10-57.
5- Install the s t e r n drive t o t h e intermediate housing, see Stern Drive Installation, Section 10-21 o r 10-58.
6- S t a r t t h e engine and perform a functional check of the cooling system.
Damaged water pump resulting from leaving the

stern drive in the up position during freezing weather.
Arrangement of internal parts in an OMC flushing

adapter kit and the kit installed on the engine.
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 mechanic 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, 196777 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 electrom 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 ALWAYS 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
A
t o t h e lower u n i t of t h e s t e r n drive.
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

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 1016.
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
OIL LEVEL GAUGE

BEARING
TRU-COURSE STEERING
/ 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.
Each of t h e service groups a r e f u r t h e r

divided into subordinate procedures for removal, 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.
1Battery 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.
A fully
Take t h e reading at e y e level.
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 terminals, t h e n c o n n e c t and tighten them securely*
% Amperage Draw Check: Turn t h e
ignition switch t o t h e O N position and observe 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 connecte 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 shorte 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
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
C h e c k t h e wiring
s w i t c h f o r t h i s test.
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 ignition s w i t c h OFF; m o v e t h e s h i f t
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
(forward) w i r e leading f r o m t h e intermediate housing to t h e s t e r n drive, a n d t h e o t h e r
lead t o
good ground.
The ohmmeter
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
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
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
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
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 c o i l in t h e s t e r n d r i v e i s shorted.
10-5 STERN DRIVE REMOVAL

FROM INTERMEDIATE HOUSING
MODELS 1964 TO 1977
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
slipping b a c k t h e s l e e v e s a n d breaking t h e
quickdisconnect
These connections a r 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
side.
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 removed. Each c a p on t h e t o p of t h e interm 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 removed, 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 housing. 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 installation.
REMOVAL
10-5
10-6
STERN DRIVE
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
\\
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

MODELS 1964 TO 1977
1- 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 a n d r e m o v e t h e plugs identified as
OIL 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. O n
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
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
of t h e e x h a u s t housing.
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
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 exh 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
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
t o 1967, t h e bolt a n d b u m p e r m u s t b e rem 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
cover.
3- R e m o v e t h e e x h a u s t housing c o v e r
a t t a c h i n g screws.
O n m o d e l s s i n c e 1967,
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 cove r in place; prior t o 1967, only f o u r s c r e w s
w e r e used.
4- P r y a n d work t h e c o v e r f r e e of t h e
e x h a u s t housing. TAKE CARE n o t t o f o r c e
10-8
STERN DRlVE
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 Section 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, considerable 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 comple 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 removed 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 1014.
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
WATER PUMP TO 1977
10-9

position and the water was trapped inside the pump.
ALWAYS lower the stern drive when laying up the boat
for winter storage.
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 manufactured since 1967.
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.
WATER PUMP ASSEMBLING

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 assembly. NEVER a t t e m p t t o repair t h e unit.
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
1- Remove t h e four screws and lockwashers 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
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 provide 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

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. Remove 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 bec 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
STEERING TO 1977
10- 1 1
unlts.
@
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
against leaks. The pinion g e a r and bearing
a r e serviced ONLY a s a n assembly. Individual replacement p a r t s a r e n o t available.
obtain t h e proper running clearance.
10-10 WORM GEAR STEERING

DISASSEMBLING
MODELS l%4 THRU 1977
1- Remove t h e upper gear housing cover

p l a t e by removing t h e six screws*
2- R o t a t e t h e spur gear at t h e f r o n t of
t h e g e a r c a s e counterclockwise until t h e
10-12
STERN DRIVE
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 gearcase. 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.
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 entered 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, pitting, 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 ) .
10- 1 3
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
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
o r on a shaft. Any sign of discoloration or
scores is an idication of overheating.
Check t h e thrust washers f o r wear and
distortion.
If they d o n o t have uniform
thickness and lay f l a t , they UST be replaced.
10-1 1 BALL GEAR A
BLING
MODELS 1964 THRU

1- Install t h e ball gear s h a f t into t h e
HOUT t h e O-ring and
upper housing
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
driveshaf t. C
K t o be sure t h e splines
a r e clean. Install t h e nut, if one is used, and

tighten i t t o a torque value of 96 ft-lbs.
2- Install t h e seal plug over t h e n u t in
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
Now, remove t h e
plug with _a hammer.
assembly in preparation t o properly shimming t h e driveshaf t.
3- This s t e p outlines t h e procedure for
determining t h e amount of shimming require d for t h e driveshaft. Obtain special shimming tool f o r t h e unit being serviced a s
follows:
100 hp -- 1972-73
165 hp -- 1972-76
175 hp -- 1974-77
235 hp -- 1974-77
120 thru 155 hp

l a t e 1967 t o 1977
170 hp -- 1974-77
190 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 shimmed properly. The t e x t explains in detail how t o prevent
this type o? expensive damage.
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 gearcase. 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 measurement 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.
4- Handle t h e shim CAREFULLY. If i t
i s bent 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 handlet1 t o CAREFULLY
drive t h e c u p squarely into i t s s e a t .
5- Make a trial assembly by inserting
t h e assembly into t h e g e a r c a s e WITHOUT
t h e bearing retainer 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 gap between t h e gearc a s e and t h e r e a r of t h e bearing retainer
This measurement
with a feeler gauge.
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 bearing. TAKE NOTE how e a c h shim has a t a b
BALL GEAR TO 1977
10- 15
on i t s upper edge. This t a b on t h e shim

MUST be aligned with t h e t a b on t h e retainer. Install- t h e O-ring s e a l on t h e retainer.
Place t h e ball gear shaf t-and-bearing
assembly i n t o t h e upper g e a r c a s e and s e c u r e
i t with t h e screws and lockwashers. Tighten
t h e screws t o a torque value of 5-7 ft-lbs.
10- 12 BEARING HOUSING ASSEMBLING

1- Press t h e t o p bearing cup into t h e

housing using tool No. 314436. Install t h e
cup in t h e bottom of t h e housing in t h e s a m e
manner using tool 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 may be used, provided they
10- I6
STERN DRIVE
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 preload 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 unbroken 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. Continue 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 bearing.
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
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
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.
6Apply a light coating of Antic 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 BACKTO-BACK with t h e lips facing in opposite
directions over t h e bottom of t h e upper
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 necessary. 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
S H I G~AUGE

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 ins 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 driveshaft. 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 att 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 1021 t o install t h e stern drive t o t h e interm 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 assembPLATE
EXHAUST HOUSING TO 1977
10- 19
10- 14 EXHAUST HOUSING REMOVAL

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 exhaust housing c a n be removed. 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.
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.
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 installation. 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.
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

1964-66 (left), 1966-72 (right), and 1972-79 (center).
Rudder plates are NOT interchangeable.
10-20
STERN DRIVE
10-15 SWIVEL HOUSING REMOVAL

Before t h e swivel housing c a n b e remove d , t h e following w o r k m u s t b e performed.

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 upper g e a r housing; s e c t i o n
10-6.
R e m o v e t h e e x h a u s t housing; s e c t i o n 1014.
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 upper g e a r housing h a s b e e n
A GOOD WORD BEFORE
removed.
R e p l a c e m e n t of t h e s w i v e l
STARTING:
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 available.
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 housing.
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
SWIVEL HOUSING TO 1977
10-21
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
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
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
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 t u b e through which t h e c a b l e
passes. C h e c k t h e s e a l s in t h e swivel a n d
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 .
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
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 andspring assemblies.
These assemblies
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
e n d i s b e n t t o f o r m a hook.
10-22
STERN DRIVE
10-16 LOWER UNIT REMOVAL

The s t e r n drive must be removed, see
Section 10-5; t h e upper gear housing removed, 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 following 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 slightly 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
t h e c o t t e r kev,
. , a n d t h e n r e m o v e t h e propelle r nut, drive pin, and washer. ~ e c a u s et h e
drive pin i s n o t a t i g h t f i t , t h e propeller i s
a b i e t o move on t h e pin and c a u s e burrs on
t h e hole. These burrs may m a k e removing
t h e propeller difficult. T o o v e r c o m e this
problem, t h e propeller hub h a s t w o grooves
running t h e full length of t h e hub. Hold t h e
shaft' f r o m turning, and t h e n r o t a t e t h e
propeller 1/4 turn t o position t h e grooves
o v e r t h e drive pin holes a n d t h e propeller
c a n then be pulled s t r a i g h t off t h e shaft.
A f t e r t h e propeller h a s been removed, f i l e

t h e drive pin holes on both sides of t h e s h a f t
t o r e m o v e t h e burrs.
3- R e m o v e t h e f o u r s c r e w s securing t h e
g e a r c a s e head t o t h e lower unit, and t h e n
slide t h e g e a r c a s e head off t h e propeller
shaft. Observe t h e r e v e r s e coil w i r e at t h e
t o p of t h e coil. DO NOT r e m o v e t h e coil at
this t i m e . On e a r l y models, r e m o v e t h e t w o
t h r u s t s washers and t h e t h r u s t bearing f r o m
t h e shaft. O n l a t e r models, r e m o v e t h e
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 adequate 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 driveshaft. 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
DR lVESHAFT
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-andspring 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.
LOWER UNIT TO 1977
10-25

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 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 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 outof-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 evid 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
Exploded view of the OMC 1967-77 stern drive.
10-27
10-28
STERN DRIVE
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 det 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
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
required. ONE WORD: A minimum of o n e
shim MUST be used, b u t n o m o r e t h a n TWO.
2- Insert t h e s p a c e r , w i t h i t s key, i n t o
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
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
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
winding of t h e spring coils. P l a c e t h e spring
in t h e g e a r w i t h t h e spring key beside t h 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
of t h e s l o t a g a i n s t which t h e y will pull.
3C o a t t h r e e NEW s e t s c r e w s w i t h
L o c t i t e TL-242, a n d install t h e m in t h e
f o r w a r d gear.
Tighten 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 nearoest t h e spring.
Bake t h e a s s e m b l y 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.
4- NOTICE t h a t o n e e n d of t h e s l e e v e
h a s a l a r g e r opening t h a n t h e o t h e r . Position 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.
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 cuppoint 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 ins 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.
LOWER UNIT TO 1977
10-29
10-30
STERN DRIVE
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 installed. 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
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 housing.
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 install 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. Rem 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 circ u i t , such as a broken wire. A reading of
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 ,
LOWER UNIT TO 1977
10-31
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
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
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 drives 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
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
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
g r e a s e No. 378642. Install t h e 18 n e e d l e
bearings and t h e g r e a s e will hold t h e m in
place.
15Position 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
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

not t o damage the
s h i m s as t h e d r i v e s h a f t is lowered a n d
e n g a g e d w i t h t h e pinion g e a r .
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 fingertight.
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 bott 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 ext 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 assembly 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 ng 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 gearcase 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
ohmmeter
making a r e s i s t a n c e test
position,
selector switch t o t h e L
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
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 availa 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
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.
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
3c
h
.(
10-36
STERN DRIVE
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;

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 tighte 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 springand- 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

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 comp 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 gearcase. 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
LOWER UNIT TO 1977
10-37
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
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 gromm 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.
10-38
STERN
10-19 EXHAUST MOUSING AS

MODELS 1966 THRU
NG
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 inserte 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,
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 outs 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
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 gearcase 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 housing t o s e c u r e t h e r u d d e r late.
10-
TERN DRIVE
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.
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
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 housing. 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
3- Install t h e grounding spring and washe 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 rneasurem 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
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
t h e upper housing, pour t h e oil in at t h e t o p

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 locate 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.
OIL LEVEL
PLUG
7y:
10-43
If t h e lower unit w a s not filled w i t h oil

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.
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
OMC
HI-VIS
GEARCASE
LUBE
STEER1
UT
1964-77
OMC
TYPE "C"
ii
Points of lubrication and the type of lubricant to be used.
OIL DRAIN
10-44
STERN
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 interm e d i a t e housing.
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 movem 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 ext 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 propeller 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
s h a f t w i t h a n anticorrosion grease. Install

t h e propeller w i t h t h e d r i v e pin holes aligned. 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 rudd 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.

the lower unit to the engine m y time the engine & run to prevent damage to the water
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.
10-22 STERN DRIVE UNITS

MODELS SINCE 1978
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
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.
Engine e x h a u s t is funnelled o u t t h r o u g h t h e
propeller.
This a r r a n g e m e n t i s popularly
r e f e r r e d t o as a "prop exhaust" system. A s
w i t h o t h e r t y p e s of s h i f t mechanisms, 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
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
position, FORWARD, NEUTRAL, o r REVERSE, m o v e m e n t i s t r a m s m i t t e d through a
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
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
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
a second c a b l e combination t o a power ass i s t e d s h i f t mechanism in t h e lower unit,
T h e power s h i f t a s s i s t c o n t a i n s a servocylinder valve which i s c o n t r o l l e d f r o m t h e
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 hydraulic
a n d c a b l e s , just described.
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
under pressure t o t h e s e r v o valve.
This
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
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 .
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
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 propeller. 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 signific 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
STERN DRIVE SINCE 1978
10-47
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
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 following 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
units. D i f f e r e n c e s f o r t h e 40
will b e c l e a r l y indicated.
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
f i v e MAJOR groups:
1- Troubleshooting; S e c t i o n 10-24.
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 18-26.
3- Servicing t h e upper g e a r housing;
S e c t i a n 10-27.
4- Servicing t h e l o w e r unit; S e c t i o n 1038.
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
10-58.
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
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
r e m o v a l , disassembling,
c l e a n i n g and ins p e c t i n g , assembling, and installation.
10-24 TROUBLESHOO
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
work, s p e c i f i c troubleshooting should b e
performed. T h e following s t e p s p r e s e n t a
logical s e q u e n m c e of tests a n d c h e c k s t o
pinpoint problems in t h e s t e r n drive.
10-48 STERN DRIVE
OIL L E V E L PLUG
//
// /
B A L L GEARS
TRANSOM SEAL
BOAT TRANSOM
INTERMEDIATE
DRIVESHAFT
OIL L E V E L GAUGE
UPPER HORIZONTAL
,SHAFT AND G E A R
Sectional view of the 400/800 Series stern drive.
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 another.
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
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
drive.
2- Lower Unit Fails To Engage Fully:
If t h e lower unit f a i l s t o fully e n g a g e i n
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
hold in g e a r , t h e c o n v e r t e r m o s t likely requires a d j u s t m e n t . For proper a d j u s t m e n t
of t h e c o n v e r t e r , see S e c t i o n 10-60.
TROUBLESHOOTING
10-49
3- Water In The Upper or Lower Unit:

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
used t o r e t a i n t h e oil in t h e unit and t o
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
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
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
h a s failed. T o test t h e seals, f i r s t t h e unit
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
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
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 batt 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 . Continued 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, Rem 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 screwd 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
IDLER PULLEY
END FITTING
LONG CORE WIRE
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
SEG MENT
END FITTING
SHORT CORE WIRE
PULLEY
f u r t h e r t h a n necessary, t h e pawls m a y def 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 dislocat 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 ,
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.
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
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, washe 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
on t h e c a b l e tensioner r a c k a g a i n w i t h a
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.
SEGtIENT PULLEY
PIN
L E V E R ARM

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. Replace any doubtful parts.
,PIN
/
SPR l NG
COTTER P I
HIFT CONVERTER ASSEMBLING

In order f o r t h e s h i f t mechanism t o function 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 prope 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.
WASHER
PULLEY
SPACER
W A S HE R
SCREW
/
SPACEP
BEAHINGb
2L 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
cables, see S e c t i o n 10-60.
10-26 STERN DRIVE REMOVAL
MODELS SINCE 1978
Before t h e stern drive can b e removed,
t h e s h i f t c a b l e s m u s t b e removed; see Sect i o n 10-25.
1- T i l t t h e s t e r n drive upward approxi 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
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.
2R 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 interm 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 removed, 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 housing. 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 installation.
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 identiDRAIN 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
10-27 UPPER GEA
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
q u a d r a n t , unless t h e u n i t is damaged. To d 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
s i d e of t h e unit.
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
t h e cover.
R e m o v e t h e s ~ r i r v used t o
provide a good qround. R e m o v e t h e s p r i n e
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.
WATER PUMP SINCE 1978
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, considerable time, and attention t o detail, t o ensure
proper performance a f t e r t h e work is comple 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 removed 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,
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 1035.
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&
a4
SWIVEL HOUSING
10-55
10-56
STERN DRIVE

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

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~. Rem 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 drives 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.
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 lockwashers 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 colorc 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 punching 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 directions.
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
This upper housing failed because it was not shimmed 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 provide 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.
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. Remove 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 because 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. Individa 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
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 gearcase. 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 .

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
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.
RETAINER
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
\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 ent 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
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
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
No. 2 during assembly.
Inspect t h e s h a f t b e a r i n g 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 shaft. C h e c k f o r d a m a g e d
threads. Roll t h e s h a f t on a f l a t s u r f a c e and
c h e c k t o be s u r e i t is n o t bent.
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 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.
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 a n d burrs.
I n s p e c t all bearings f o r roughness, pitting, a n d f l a t spots, by holding t h e c e n t e r
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 .
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
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
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
o r on a shaft. Any sign of discoloration o r
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
distortion.
thickness and l a y f l a t , t h e y UST b e replaced.
BALL GEAR SINCE 1978
TRU-COURSE STEER1
Exploded view of the upper gear housing.
10-6 1
10-62
STERN DRIVE
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 shimming 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 required 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 gearcase. 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 meas 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 gearc 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 bearing. 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
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 preload 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

OKEN b e f o r e a c c u r a t e
oil film MUST
shim m e a s u r e m e n t s c a n be made. An unbroken 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
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. Cont 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 bearing. 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 minimum 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 numb 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 fingertight. 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
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
If t h e t o r q u e value i s
e x c e e d 28 in.-lbs.
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 Anticorrosion 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.
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
t h e housing, as shown.
8- Position a NEW O-ring i n t o t h e
groove of t h e bearing housing. Install t h e
b e a r i n g housing i n t o t h e upper g e a r housing
w i t h a l l of t h e s c r e w s holes properly
aligned.
MODELS SINCE 1978
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
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
PUMP SIDE a n d T f a c i n g t h e impeller.
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
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
s h a f t . Install a NEW i m p e l l e r key in t h e
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
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 114" 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 pump 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 , and 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 ins 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
2- Use 3M S e a l e r EC1300 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 driveshaft. Lubricate t h e seal and external shaft
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 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
housing. C H E C K T O BE S U R E t h e splines
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
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 w i t h those in
t h e upper g e a r c a s e .
Install t h e swivel housing o n t o t h e
3w a t e r pump. C o a t t h e t h r e a d s of t h e att 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, and swivel housing w i t h t h e s c r e w s
and lockwashers.
Tighten the screws
RNATELY A N D J U S T A LITTLE AT A
t o avoid d a m a g i n g t h e s h i m s 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 lower
e n d of t h e w a t e r p u m p s h a f t .
Apply a
c o a t i n g of OM@ S e a L u b e Multi- Purpose
G r e a s e t o t h e splines inside t h e lower e n d of
the water pump shaft.
STERN DRIVE
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 exhaust housing c a n b e removed. 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
upper g e a r housing has b e e n removed.
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 105 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 assembly 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 installation. 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.
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 exh 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
10-67
10-36 SWIVEL HOUSING REMOVAL

MODELS SINCE 1978
Before t h e swivel housing c a n be removed, t h e following work must b e performed.
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 1035.
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
R e p l a c e m e n t of t h e swivel
STARTING:
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 available.
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 housing.
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

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 diame 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
The
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-TOBACK (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
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 Sect 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 slightl 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 washers. R e m o v e t h e housing a n d DISCARD t h e
O-ring.
REVERSE CABLE
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 retaining 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 .
UNIT SINCE 1978
10-69
1 8-7
TERN
Truarc snap rings properly installed in the lower unit

housing.
8Pull 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 bearing, 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 plunger.
If t h e slide h a m m e r i s r e q u i r e d t o
r e m o v e t h e propeller s h a f t , t h e lower unit
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
t o t h e a s s i s t cylinder s h i f t rod and s h i f t
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
t h e major problem in t h e l o w e r unit.
9- 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 n e a r c a s e . Hold t h e n u t
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-
UNIT SINCE 1978
10-71
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
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
removed. R e m o v e t h e pinion gear.
R e m o v e t h e four s c r e w s and w a s h e r s
g t h e d r i v e s h a f t b e a r i n g housing. BE
RED t o c a t c h t h e pinion n e e d l e beardriveshaf t i s removed.
SERIES units, t h e n e e d l e
bearings will r e m a i n in place.
Count and
10-72
STERN DRIVE
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 assembly. 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.
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.
12R 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.
14- R e m o v e t h e
water intake screen
i n place f r o m t h e
lower unit. R e m o v e
set s c r e w securing t h e
and pinion bearing r a c e
s t a r b o a r d s i d e of t h 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 described 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
I-f
--- -
..
--.
-,
'400 SERIES
1- Remove t h e t w o back-to-back s e a l s
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
replaced if i t is damaged. The bearing and
housing MUST be replaced a s an assembly.
GLEANING AND INSPECTING
The seals and bearing may be removed with a punch

and mallet, if necessary.
Clean t h e p a r t s with solvent and blow

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 surfaces. 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
Check t h e thrust washers for wear and

distortion.
thickness a n d lay f l a t , t h e y MUST b e replaced.
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 gouge 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
BEARING INSTALLER
BEAR l NG
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
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 serviceable, t h e p u m p and b e a r i n g MUST b e replaced 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. Howe 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.
SCREEN
EF VALVE
DO NOT
REMOVE
OIL PUMP SINCE 1978
10-75
TERN DRIVE
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 press 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.
- 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
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 disassembly. C o a t t h e n e e d l e bearings w i t h OMC
OIL PUMP SINCE 1978
GEARS
0
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 position 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
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.
4Align 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 disassembly, 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
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
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 removing 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
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
SHIFT R
Damaged shift plunger caused

by the operator
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 related parts properly installed onto the propeller shaft.

Inspect t h e plunger closely c h e c k i n g t o
b e s u r e t h e groove on t h e e n d of t h e plunger
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.
Any w e a r in this a r e a will r e u s l t in hard
shifting. Inspect t h e t h r e e balls f o r roundness 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.
1L: 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
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.
This c a n b e a c c o m p l i s h e d by cut tin^ off a
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
a p p r o x i m a t e l y 6- inches lonc. F l a t t e n cne
end of t h e b a r s t o c k , as shown in t h e
a c c o m p a n y i n g illustration, n e x t pa,ge.
POWER
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
ASSIST SERVO SINCE 1978
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.
/
4
4"1102mrnl
10-79
--d
1 - 1 2" 1-3 4" (3844 mmi
t/
I
*-
\
040" ( 1 02 rnmi i 1 rnmi
,
DEGREES)
10-80
STERN DRIVE
RACK
VALVE
'ISTON CAP
0 RING
PIN
10-47 POWER ASSIST

SERVO DISASSEMBLING
MODELS 1978-8 1
1- C l a m p Tool No. 386112 in a vise w i t h
soft- jaws. Position t h e hydraulic a s s i s t cylinder on t h e tool. Push t h e rod down, a n d
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
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
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 counterclockwise. 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 necess a r y , r e m o v e t h e pin t o disassemble t h e push
rod, piston, and valve.
0 RING
CYLINDER
PISTON
0 RING
OIL
STEM
VALVE
PIN
0 RING
SPRING
PUSH ROD

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
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
t h e s h a f t will r e s u l t in hard shifting.
Inspect t h e t e e t h on t h e r a c k t o be s u r e
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
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 cylinder and r e p l a c e t h e c o m p l e t e
a s s e m b l y if t h e cylinder is s c o r e d o r shows
o t h e r signs of e x c e s s i v e w e a r or damage.
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".
Cross-section o f the hydraulic assist cylinder.
10-48 POWER ASSIST

SERVO ASSEMBLING
MODELS 1978-8 1
1- L u b r i c a t e t h e p a r t s of t h e power
a s s i s t s e r v o assembly w i t h OMC HI-VIS
G e a r c a s e Lube, o r equivalent.
Install a
NEW O- ring o n t o t h e piston, i n t o t h e cylind e r , a n d on t h e piston cap. Assemble t h e
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
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.
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.
P A Y ATTENTION t o use t h e proper l e n g t h
pin in t h e proper place. Use of t h e wrong
pin will c a u s e t h e s h i f t mechanism t o bind.
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 cylind 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 installation in t h e g e a r c a s e .
10-49 SHIFT CABLE REMOVAL

O R REPLACEMENT
MODELS SINCE 1978
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
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
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.
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.
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 disass 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
t o b e serviced, c o n t i n u e d w i t h t h e proced u r e s in t h i s section.
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-ring.
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
nd of t h e pinion s h a f t a n d r e m o v e t h e
pinion s h a f t , bearing, a n d seals. DISCARD
L i f t o u t t h e drive pulley and r e m o v e
s h i f t c a b l e pucks f r o m t h e slots.
t h e s i z e d i f f e r e n c e of t h e pucks
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.
he
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
O N E WORD: If t h e only work performe d involved r e m o v a l and installation of t h e

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
included servicing t h e s h i f t m e c h a n i s m , t h e n
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 h i f t mechanism.
T h e s h i f t mechanism is a p r e c i s e mechanism 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
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
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 condition. R e a d through t h e following p r o c e d u r e
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 installation 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 pulleys. 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
f t-lbs.
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 equivalent. 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
t h e idler pulley. Now, spin t h e pulley a n d
check t o be sure i t turns freely without
binding. S e a t t h e s h a f t in p l a c e w i t h a
hammer.
3- L u b r i c a t e t h e pinion s h a f t bearing on
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
housing w i t h O M C Multi- Purpose G r e a s e , o r
equivalent.
Check t o be sure t h e drive
pulley gooved s u r f a c e f a c e s t h e r a c k sup-
PIN
PULL
BEAR1
O-RING
SHIFT CABLE SINCE 1978
10-83
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
t h e pulley. A f t e r t h e c a b l e pucks a r e in
p l a c e , t w i s t t h e pulley 180' CLOCKWISE.
Pull on t h e long c a b l e e n d and bring t h e
pulley down i n t o t h e housing.
PINION G E A 9
-R I N G & SEAL
4-
Using Special Tool No.

909967,
nd s e a l o n t o t h e pinion
shaft with the
g f a c i n g AWAY f r o m t h e
Y t h e a r r a n g e m e n t of
ompanying illustration.
ring a n d s e a l , and t h e
washer i n t o t h e housing. Now, r o t a t e t h e
pinion g e a r until t h e splines e n g a g e t h e
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
nose slides through t h e pulley and i n t o t h e
bearing.
Install t h e bearing using Special
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.
10-84
STERN DRIVE
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
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.
6Pull 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 accompanying illustration measures:
models
1978-8 1, 9-718" t o 9- 15116"; m o d e l s s i n c e
This dimension c o n t r o l l s t h e
1982, 4-7/8".
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 accomplished 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 controlled by t h e dimension "A" given in S t e p 6.
8C 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 Section 10-57.
Install t h e upper g e a r housing; see Section 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 driveshaft, 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
A D A P T E R USED
ON 4 0 0 SERIES
G E A R w s E ONLY
10-85
Fh
MODELS
I
I
'
SINCE 1982
I
I
I
800SERlES
GEARCASES
. -.
,
SINCE 1982
.d
*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
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 bearing. Place t h e shims removed during disassembly 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 between 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 ins 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
A l i t t l e needle bearing
facind DOWN.
g r e a s e will hold t h e bearing on t h e tool. On
PINION BEARING
REMOVERIINSTALLER
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 bearing 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.
Series, i n s e r t t h e tool
O n t h e 400
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
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 propeller s h a f t bore and s c r e w i t o n t o
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
open- end wrench a n d at t h e s a m e t i m e t u r n
t h e t o p s c r e w on t h e tool until t h e bearing i s
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/
Installer f r o m t h e g e a r c a s e .
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
i n t h e lower unit. Install t h e set s c r e w i n t o
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.
3- C o a t t h e pinion bearing r a c e at t h e
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
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
t h e race. T h e g r e a s e will hold t h e m i n
place.
10-53 OIL PUMP AND
FORWARD GEAR INSTALLATION
MODELS SINCE 1978
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
t h e oil pump. This pin MUST index i n t o t h e
hole in t h e lower unit. Before installing t h e
assembly, m a k e a m a r k w i t h a lead pencil on

t h e f r o n t of t h e pump opposite t h e pin. U s e
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
lower u n i t opposite t h e hole. Extend this
m a r k o u t w a r d a b o u t 5". Now, install t h e oil
pump and t h e f o r w a r d g e a r assembly i n t o
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
aligned w i t h t h e m a r k on t h e pump. Push or
t a p LIGHTLY w i t h a rubber m a l l e t until t h e
assembly is fully s e a t e d in t h e lower unit.
10-54
GEAR
MODE
P l a c e t h e pinion g e a r under t h e d in ion

bearing. C A R E
'bl I o v ~ e rt h e drivkshef t
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
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
t h e pinion gear. S e c u r e t h e pinion g e a r t o
t h e d r i v e s h a f t w i t h t h e pinion nut, using
Tool No. 361875 and a t o r q u e wrench.
Tighten t h e n u t t o a t o r q u e value s f 60-65
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
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 seq 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 seq 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 propell 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 propell 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 illumin 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.
2With 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
2005
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 press 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
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 ret 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
e x t r e m e pressures during removal and installation 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 0ring 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
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. Ins 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 drives 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
pound, o r equivalent.
Install t h e O-ring.
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.
8- C o a t b o t h s i d e s of a NEW swivel
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
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 lockwashers. 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 necess 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
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
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
drill chuck.
Now, slide t h e w a t e r p u m p
FORWARD GEAR
DRIVESHAFT
ROTATES
-~
CLOCKWISE
PISTON DOWN
10-9 1
REVERSE GEAR
DRIVESHAFT ROTATES
CLOCKWISE
!1
s h a f t p i e c e onto t h e driveshaft with t h e

grooves in t h e w a t e r p u m p s h a f t indexed
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
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, NEUTRAL, a n d REVERSE by
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
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
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
1Apply 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 exh 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
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
lower t h e housing i n t o p l a c e on t h e lower
unit.
\
FORWARD GEAR
NEUTRAL
DRIVESHAFT ROTATES
CLOCKWISE
N O PROPELLER
ROTATION
i
-4
NEUTRAL
10-92
STERN DRIVE
3- Dip t h e six a t t a c h i n g s c r e w s in Perma t e x No. 2, o r equivalent. S t a r t t h e f o u r

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 screwb 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
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 n d l o a d conditions.
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-Corrosion 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
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-Corrosion 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
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
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 housing 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 movem e n t a r e available in i n c r e m e n t s of tenthousands 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.
7P 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 TruC 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 inchpound 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 hardover. 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.
8Fill 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 housi 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
INSTALLATION SINCE 1978
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
10-95
TRUNNION BEARING
LINERS
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 prev 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 installed 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 bef 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.
'/
LINERS FORWARD
PJOULDEDSEAL
I TT-I N G
1- .- - -F -
1- C o a t NEW O-rings and trunnion bearing 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 interm 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 intermed 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 C A B L t
SHIFT CABLE ENTRY iNTC

10-96
STERN DRIVE
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 Antic 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
f i t t i n g on e a c h cap. O n units equipped w i t h
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
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
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 housing w i t h O M C Anti- Corrosion l u b r i c a n t , o r
equivalent.
6- CAREFULLY pull t h e c a b l e through
t h e i n t e r m e d i a t e housing until t h e rubber
bushing on t h e c a b l e e n t e r s t h e hole. Pull
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
t h e housing s u r f a c e . TAKE CARE NOT t o
pull t h e bushing through t h e hole b e c a u s e i t

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
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
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
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
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
with any electrical part.
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
t h e battery and raise t h e stern drive t o t h e
full up position.
From outside t h e boat,
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,
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,
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 lockwasher. T h e s e p a r t s m u s t b e installed, as
pdfmanualpublisher.com SHIFT
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
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
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 outlined i n S e c t i o n 10-25.
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
'ID" HOLE
PL.ASTIC C A B L E GUIDE
HITCH P I N S
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
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 properly*
4- Install a h i t c h pin through t h e boss of
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
f a c i n g inward, and t h e n t u r n t h e m downward
t o lock t h e e n d f i t t i n g s in place.
5- R e m o v e t h e c o t t e r pin a n d screwdriver f r o m t h e s q u a r e tubing of t h e s h i f t
c o v e r t e r , placing spring tension on t h e c a b l e
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 properly 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 recesses 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 ARM
'
el
6- Install t h e black p l a s t i c c a b l e c o v e r
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
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
a t t a c h i n g screws. Install t h e s h i f t a r m .
ONE MORE WORD: Any t i m e t h e s t e r n
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
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
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
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
next section.
SHIFT
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.
any time the enthe lower unit to the
e to the water
gine is run to preven
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
D g e a r , Mark t h i s
m o v e s o u t of F
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 .
4Move 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
'
OUT OF FORWARD
21/32 INCH
MINIMUM.+
K " BUT-OF-GEAR"
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.
- T h e di
b e t w e e n t h e f i r s t and
b e at l e a s t 21/32", as
second marks
shown in t h e a c c o m p a n y i n g illustration.
R e p e a t t h e procedure t o verify t h e accuracy
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
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
required minimum, t h e e n g i n e m a y s t a r t
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
ion.
Therefore, t h e shift system
be carefully checked t o determine
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 mini m u m required f o r s a f e operation. S t o p t h e
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
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
-.
-.
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
FINGERTIGHT.
8Position t h e s h i f t a r m at t h e
NEUTRAL mark. Slip t h e s h i f t c a b l e e n d
over t h e pin on t h e s h i f t a r m .
If i t is
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
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
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
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
t h e NEUTRAL mark. A f t e r a d j u s t m e n t h a s
been made, tighten t h e retainer screw t o a
t o r q u e value of 5-7 ft- lbs. Install t h e washe r and c o t t e r pin on t h e s h i f t a r m .
REMOTE CONTROL
CABLE
REMOTE CONTROL
RETAINER TO BE
M A R K NEUTRAL POSITIOY,
CENTERED BETWEEN ''0~1- I \ PLACE
A s wow,\
OF C E A R M A R K S
SHIFT CONVERTER
HOUSING
SHIFT
\ CABLE
ANCHOR
POCKET
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 furt h e r than necessary t o disengage t h e tensioner. 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 automatically 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
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
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 control 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 converter. 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.
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 direction 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 directions.
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
flOUNTlNG SCREW
Screw which must be loosened to make a trim tab

adjustment.
Indicator reference marks used when making the

trim tab adjustment.
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.
The intermediate housing is the connecting link

between the engine and the stern drive.
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 transm 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 interm 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.
11-2 TROUBLESHOOTING
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 defect 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 bearings, 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.
2- Disconnect t h e s t e e r i n g linkage; see
C h a p t e r 7.
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.
4R 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
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
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-
The word TOP is impregnated in the rubber t o

identify proper positioning of the boot during installation.
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-
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 ins 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
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
t o t h e i n t e r m e d i a t e housing.
2Pull 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 plateand- seal a s s e m b l y s t r a i g h t o u t of t h e housing. 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
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
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 removed 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
Intermediate driveshaft showing major parts mentioned in the text.
Damage to this ball gear was caused by operating

the engine with the stern drive in the up position.
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 remove 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 19737 6 model units for proper cooling of the ball gears.
1 1-6
INTERMEDlATE HOUSING
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 drives h a f t race; Therefore, NEVER interchange
t h e s e races.
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.
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.
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
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
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
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
g e a r w i t h O M C Locquic P r i m e r "T" a n d
allow i t t o dry f o r at l e a s t t e n minutes.
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
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
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
g e a r w i t h Tool No. 980336 and t i g h t e n t h e
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 r q u e value of 95-100 ft-lbs. R e m o v e a n y
excess Loctite.
On models without t h 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.
4- Apply Silastic 732 RTV S e a l a n t t o t h e
c o r e plug seat in t h e ball g e a r . I n s e r t t h e
plug in i t s seat, a n d t h e n e x p a n d t h e plug by
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 .
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 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 bet 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
m e a s u r e m e n t should b e 0.007 +0.00lU f o r

proper e n d play. Shims in varying dimensions f r o m 0.002" t o 0.010" a r e available t o
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
shim should a l w a y s b e used.
On early
a r e used, t h e r e f o r e
t h e s e s h a f t s will h a v e s o m e e n d play.
- Slide t h e s e l e c t e d s h i m s f r o m 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
AKE NOTE: T h e s h i m s
t o t h e retainer.
will only g o o n t o t h e s h a f t o n e way. NEVER
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
way.
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 ,
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
h a f t e n d , as shown.
- C o a t t h e splines of t h e d r i v e s h a f t
CAREFULLY
w i t h multipurpose g r e a s e .
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.
9Instal1 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.
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
REMOVAL
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 removed; 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 mechanism 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.
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 interm 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 remove 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 appropriate section in C h a p t e r 8.
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 bearing 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 remove 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 damaging 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 intermedi 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 installed.
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.
2Position 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 tighte 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
3- BEFORE INSTALLING T H E STERN

DRIVE, i t might be well t o consider installing 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 indic 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 corroded 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 problem, 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 interm 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.
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 mpact. 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 condition 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 preval 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 windward 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 highp 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 .
If t h e e n g i n e is equipped w i t h a closedc i r c u i t cooling s y s t e m , c h e c k t h e antif 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 rep 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
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
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
a r u s t inhibitor. S t a r t t h e engine and run i t
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
fuel.
L i t L u t water
3-
Remove t h e f l a m e arrestor and
LY pour a b o u t a pint of rust-prevent 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

running t h e e n g i n e a t a f a s t idle. This c a n
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
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 , distribut 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-prevent 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.
Overhead Valve Engines
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
i n s p e c t t h e valve t r a i n mechanism f o r worn
o r d a m a g e d parts. C l e a n t h e inside of t h e
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
oil t o t h e valve m e c h a n i s m and o n t o t h e
inside of t h e covers. Install t h e c o v e r s w i t h
NEW gaskets. Using new g a s k e t s will e n s u r e
a good s e a l w i t h t h e valve covers. C l e a n
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
down w i t h a n oily rag. C o v e r t h e e n g i n e
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
circulation.
6- Flush t h e cooling s y s t e m w i t h f r e s h
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
l e a s t 5 minutes. If t h e e n g i n e i s equipped
w i t h a r a w - w a t e r cooling s y s t e m , open all of
t h e e n g i n e and manifold w a t e r j a c k e t drains.
Allow t h e w a t e r t o drain c o m p l e t e l y .
ALWAYS h a v e t h e s t e r n d r i v e in a horizont a l position when draining t h e s y s t e m t o
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
system. If t h e s t e r n d r i v e is n o t horizontal,
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
should f r e e z e , t h e w a t e r p u m p will b e ruined.
L e a v e a l l of t h e drains open. D i s c o n n e c t
t h e w a t e r hoses a t t h e low e n d a n d allow
t h e m t o drain. R e m o v e t h e drain plugs f r o m
t h e w a t e r pumps a n d allow t h e m t o drain.
R e m o v e t h e propeller. C l e a n and lubri-
12-4
MAINTENANCE
cate t h e propeller shaft. Install t h e propeller. 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 intermedi 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 carbureto r and exhaust system t o prevent dust, wat e r , and insects from entering t h e engine.
OIL LEVEL
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
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
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
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 batt 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
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 .
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 gaskets. 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 wiring, 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
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 gasoline 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 approved 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 tension, 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
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.
Connect and check t h a t t h e connections do
n o t leak.
R e p l a c e a n y spring- type hose
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
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
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
cooling system.
Check t o be sure t h e
through- hull f i t t i n g s a r e in good condition.
If t h e e n g i n e i s 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 l e v e l of
w a t e r . S e e C h a p t e r 9, Cooling System.
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
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
t o flush it. If t h i s is n o t p r a c t i c a l , a Flushi t a t t a c h m e n t m a y b e used.
Two types a r e
available.
O n e is a t t a c h e d t o t h e w a t e r
pickup of t h e lower unit. T h e o t h e r , m a d e
by OMC, r e p l a c e s t h e pivot e n d cap. With
o n e of t h e s e units, a t t a c h a g a r d e n hose,
PRE-SEASON PREPARATION
12-7
EXHAUST COWL
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.

Check t h e exhaust o u t l e t f o r water discharge. 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 installed.
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 adeq u a t e means for removing combustible vapors from t h e boat. C o a s t Guard standards
WATER PUMP
PULLEY
TEST ALTERNATOR
POINT
A L TER N A T O R
CRANKSHAFT PULLEY
PULLEY
12-8
MAINTENA
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" midw 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 harnesses 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 beginning 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
VERSI
LINEAR
inches
feet
yards
m~les
inches
X
X
X
X
X
25.4
0.3048
0.9144
1,6093
2.54
= rnllllrnetres (rnm)
= metres (m)
= metres (m)
= k i l o m e t r e s (krn)
= c e n t i m e t r e s (crn)
AREA
Inches 2
inches2
feet2
yards2
acres
X 0.0929
X 0.8361
X 0,4047
= metres2 (m2)
= metres2 (m2)
= h e c t a r e s (104 m2)
ENERGY OR WORK (watt- second - joule - newtonmetre)

X 1.3558 = joules ( j )
foot-pounds
X 4.187
= joules (1)
calories
Btu
X 1055
= joules ( j )
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 )
F U E L ECONOMY AND FUEL COKSUMPTION
X 0.42514 = k i l o r n e t r e s / l l t r e
m iles/gal
(km/l)
Note
235.21 (~-ni/gal) = l i t r e s / 1 0 0 k n ~
2 3 5 . 2 / ( 1 i t r ~ s / 1 0 0k m ) = mi/gal
LIGHT
footcandles
VOLUME
inches 3
inches3
inches3
quarts
gallons
feet3
feet3
fluid o z
yards3
X
X
X
X
X
X
X
X
X
16387
16.387
0.01639
0.94635
3.7854
28.317
0.02832
=
=
29.60 =
0.7646 =
MASS
ounces (av)
pounds (av)
t o n s (2000 lb)
tons (2000 lb)
X
X
X
X
FORCE
ounces - f (av)
pounds - f (av)
kilograms f
X 0.278
X 4.448
X 9.807
=
=
=
=
28.35
0.4536
907.18
0.90718
=
=
=
=
m i l l i m e t r e s 3 (rnrn3)
centirnetres3 (crn3)
l i t r e s (1)
l i t r e s (1)
l i t r e s (1)
l i t r e s (1)
m e t r e s 3 (rn3)
millilitres (mi)
m e t r e s 3 (rn3)
grams (g)
k i l o g r a m s (kg)
k i l o g r a m s (kg)
metric tons (t)
= newtons (N)
= newtons (N)
= newtons (N)
X 10.76
(lm/m2)
PIIESSURE OR STRESS (riewton/sq m e t r e - p a s c a l )
Inches IIG (60 F)
X 3.377
= k ~ l o p a s c a l s(bps)
pounds/sq in
X 6.895
= kilopascals ( k P a )
inches H z 0 (60 F) X 0.2488 = kilopascals ( k P a )
bars
X 100
= k ~ l o p a s c a l s( k P a )
pounds/sq ft
X 47.88
= pascals (Pa)
POWER
horsepower
ft-lbf/rnin
X 0.746
X 0.0226
TORQUE
pound- inches
pound-feet
X 0.11 299 = newton- m e t r e s (N.m)

X 1.3558 = n e w t o n - m e t r e s (Nem)
VELOCITY
rn~les/hour
X 1.6093
TEMPERATURE
32
F - 40
0
I40
I
!
I
I
I l ! ~ l
98.6
120
80
160
212
200 (
240
280
l , l l lI , ' l , l ~ l l l l l , l ~, I l , , l l
,
C e l s i u s = 0.556 ( F -32)
= kilowatts (kW)
= watts ( W )
kilornetres/hour
(km/h)
X 0.3048 = m e t r e s / s e c ( m / s )
X 0.27778 = m e t r e s / s e c ( m / s )
X 0.4470 = r n e t r e s / s e c ( m / s )
feet/sec
kilornetres/hr
rnlles/hour
ACCELERATION
feet/sec2
1nches/sec2
= lurnens/rnetre2
F = ( 1 . 8 ' C ) +32
320
, l ,
A-2
APPENDIX
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
MilliMeter
- -
Dec.
Equiv.
Frac.
tional
Nurnber
MilliMeter
Dec.
Equtv.
Fractional
Nurnber
MilliMeter
Dec.
Equiv.
Fractional
Nurn
ber
Mdlr
Meter
Dec
Equtv
Frac- Num
t~onal her
MilliMeter
Dec.
Equiv.
Fractional
MODEL
I964
CU/CUE/12M/SU/SUE/13E
HUIHUEII2M
I967
CUICUEII 5s
HUIHUEII5s
KUIKUEII5s
TUITUE/15S
I968
NU-10S,NUE-10s
CUICUEII6C
HUIHUEII6C
KUIKUEII6C
TUITUEII6C
MFD.
TIMING
MARKS
DEGREE
FUEL
PUMP
PRESS.
CYL
HP
MFG
CHAMP
AC
GAP
IDLE
SPEED
4
V6
110
150
Chev.
Kaiser
N12Y
JlOY
46N
M43S
.035
.035
500-600
550-650
.016
.016
30"
30"
.I
8-.23
.I
s.23
4" (3)
5" (2)
3.5-4.5
4--5-314
4
V6
120
150
Chev.
Kaiser
N6
JIOY
C44N
M43S
.035
.035
500-600
550-650
.019
.016
31"
30"
.18-.23
.18-.23
4" (3)
5" (2)
3.5-4.5
4-5-314
4
V6
V8
120
150
200
Chev.
Kaiser
Buick
N6
JIOY
JIOY
C44N
M43S
M43S
.035
.035
.035
500-600
550-650
550-650
.019
.016
.018
31"
30"
30"
.18-.23
.18-.23
.18-.23
4" (3)
5" (2)
2.5" (2)
3.5-4.5
4-4-314
4-4-314
4
V6
V8
V8
120
155
185
200
Chev.
Kaiser
Chev.
Buick
N6
JIOY
UJ6
J l OY
4
4
V6
V8
V8
80
120
155
185
210
Ford
Chev.
Kaiser
Chev.
Qhev.
N9Y
N6
J l OY
UJ6
UJ6
GAP
DWELL
MODEL
CYL HP
MFG
CHAMP
CUFR/CUFM/CUTR/CUTM/69
1 20 C hev.
HUFR/HUFM/HUTR/HUTM/69
V6
155
Kaiser
JlOY
TUFRITUFMI69
V8
210
Chev.
U J6
MUFMINUFRI69R or 12A
90
Ford
N9Y
CUFRICUFMICUTRICUTMI 19E
1 20
Chev.
N6
HUFRIHUFMIHUTRIHUTMI 19E
V6
155 Kaiser
TUFRITUFMI 19E
V8
210
C hev.
J6
90
Ford
N9Y
N6
1970
J IOY
197 1
NUFMINUFRI 13M or 12AX
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
LUFMI I OSILUFMI I OC
100 Chev.
N6
VUFMI I OS/ IOCIGUFMI I OC/ I OS
120 C hev.
N6
HUTMIHUFMI2 l S or 2 1 C
V6
155 Kaiser
J IOY
JUFMI I OS or I OC
165
C hev.
RBL8
TUFMI2 I C/2 1 S
V8
225
Chev.
RBL8
XUFMI2 I RI2 I A
V8
245
Chev.
RBL8
1972
AC
GAP
IDLE
SPEED GAP DWELL
MFD.
TIMING FUEL
MARKS PUMP
DEGREE PRESS.
P
*
MODEL
CYL
HP
MFG
CHAMP
AC
GAP
100 Chev.
N6
C44N
.035
120 Chev.
N6
C44N
.035
140
N6
C44N
.035
165 Chev.
RBL8
MR43T
.035
V8
225
Chev.
RBL8
MR43T
,035
V8
245
Chev.
RBL8
MR43T
.035
120
Chev.
N6
C44N
.035
140 Chev.
N6
C44N
,035
V8
170 Ford
RBL8
MR43T
.030
165 Chev.
RBL8
MR43T
.035
V8
190 Ford
RBL8
MR43T
.030
V8
225
Chev.
RBL8
MR43T
.035
V8
245
Chev.
RBL8
MR43T
.035
Chev.
C hev.
C hev.
C hev.
Ford
Ford
C hev.
Ford
C hev.
IDLE
SPEED GAP DWELL
MFD.
TIMING FUEL
MARKS PUMP
DEGREE PRESS.
A-6
APPENDlX
MODEL
CYL HP
MFG
CHAMP
AC
GAP
IDLE
SPEED GAP DWELL
120
Chev.
RBL8
MR43T
.035
500-600
.O19
31'
140
Chev.
RBL8
MR43T
.035
500-600
.O19
3 lo
V8
185 Chev.
RBL8
MR43T
.035
550-650- ,018
30'
V8
225
RBL8
MR43T
.035
550-650- .018
30'
V8
240 Ford
RBL8
MR43T
.035
500-600
.O19
31'
120 Chev.
RBL8
MR43T
.035
500-600
.O19
3 lo
140 Chev.
RBL8
MR43T
.035
500-600
.O19
31'
V8
185 Chev.
RBL8
MR43T
.035
550-650- .018
30'
Chev.
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
RBL8
MR43T
.035
550-650- .018
30'
Chev.
MFD.
TIMING FUEL
MARKS PUMP
DEGREE PRESS.
GAP
IDLE
SPEED
GAP
DWELL
MFD.
TIMING FUEL
MARKS PUMP
DEGREEPRESS.
RBL-8 MR43T
,035
500-600
.019
31'-34'
.L8-.23
~'(2)
3.5-6
Chev
RBL-8 MR43T
.035
500-600
.019
31'-34'
.18-23
4'(2)
3.5-6
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
MODEL
CYL HP
MFG
120
Chev
140
V8
CHAMP AC
( 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
%u
m
z
0
9
ENGINE
CID
MFG
CYL CHAMP
PLUG
AC
PLUG
PLUG
GAP
POINT
GAP
DWELL
TIMING
PRESS
FUEL
IDLE
RPM
WOT
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
SPECIFICATIONS
ENGINE
CID
MFG
CYL
CHAMP
PLUG
AC
PLUG
PLUG
GAP
POINT
GAP
DWELL
TIMING
FUEL
PRESS
IDLE
RPM
WOT
RPM
1984
2.5 Litre
153
GMC
RBL-8
MR43T
31-34'
~'BTDC
3-112 t o 6 PSI
500-600
4200-4600
3.0 Litre
181
GMC
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
RBL-8
MR43T
31-34'
4' BTDC
3-112 t o 6 PSI
500-600
4200-4600
3.0 Litre
181
GMC
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
?
i
'T3
TUNE-UP SPECIFICATIONS
A- l I
FLYWHEEL DEGREES
TOTAL AUTOMATIC
ADVANCE ADVANCE
-44
40
-34
3 0CURVE PRODUCTION LIMITS
-24
2Q
- 14
10-
0-
500
1000
15QO
2000
2500
3000
ENGINE R PM
3500
Centrifugal Advanceo-- d20 h p -- 1965-70

Stcrrt Advance 1
c8 800 rprr.
Maxinetrr Advance 20 -30 at 3700 rpm.
-2
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 ,
4000
4500
5000
A-12
APPENDIX
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
ENGINE R.F?M.
3508
4600
45QQ
5000
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
ADVANCE
AUTOMATIC
ADVANCE
155 HP
500
1000
1500
2000
ENGINE RPM
2500
3000
3500
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.
4000
4500
5000
ADVANCE CHARTS
A- 13
FLYWHEEL
DEGREES
AUTOMATIC
TOTAL
ADVANCE
ADVANCE
41"
500
I000
1500
2000
2500
3000
3500
4000
ENGINE RPM
Centrifugal Advance -- 165 h p -- 1972-76

Start Advance 0'-2,5'
~t $00 rpm.
Maximum Advance 26w-30k' fit 2800 rpm.
FLYWHEEL
DE G REE S
TOTAL
ADVANCE
AUTOMATIC
ADVANCE
500
1000
1500
2000
ENGINE RPM
2500
3000
3500
4000
Centrifugal Advance -- 208

and 210 h p -- 1966-68
Start Advaazce 1 8 0 atj 800 r p n .
P/i"axi~strrAc'vcrnee 30 -34 cit 4600 r p v .
-2
4500
5000
A- 14
APPENDIX
+I
FLYWHEEL DEG.
28 14
26
13
24
12
22
11
20
10
18
16
14
12
10
BIST. RPM
ENG. RPM
C e n t r i f u g a l Advance
Distributor -- S t a r t
0' a t 550 rgm,
Max. 13.5 at
2000 r p m
MO
460
800
400
$00
1200
8b0
1600
iObo
2000
14bo
iioo
2400
2800
1600
3200
18b0
3600
2000
4000
Engine -- S t a r t
o0 a t I I O rprn
~
Max. 27 a t
4000 rpm
2200
4400
C?ANKS!+AFT
DEGREES
TOTAL
ADVANCE
CENT filFUCAL
ADVANCE
PRODUCTION
LIMIT
2 2O
V6 -- 1981-35
St a ~A
t d~ance
0 - 10 a t
800 rpm
500
1000
1500
2000
2500
3000
3500
4000
4500
Max. Advance
30'-34'
at
3200 rprn
ENGINE RPM
CRANKSHAFT
DEGREES
TOTAL
ADVANCE
CENTRIFUGAL
ADVANCE
'ION
n t r i f u g a l Advance
V6 1986 a n d on
1000
1500
3000
ENGINE RPM
Star: A i v a n c e
0 -8 at
1000 rprn
Maxb Advance
12 -20' a t
3200 rpm
ADVANCE CHARTS
500
1000
1500
2030
ENGINE RPM
2500
3800
3500
4000
4500
235 hp -- 1971
185 hp -- 1978
185 hp -- 1967-68
225 hp -- 1978
225 hp -- 1972-76
210 hp -- 1969-70
All V8 -- 1980-82
215 hp -- 1971
245 hp 1972-76
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
ADVP..NCE
CENTRIFUGAL
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- I5
5000
A- 16
APPENDIX
RBS CARBURETOR SPECIFICATIONS

Models
100 hp
1972-73
120 hp
1965-7 1
I 50 hp
1966
Throttle bore ..........................................1-7/16"
Main venturi ............................................I-1/4"
Low speed circuit:
Jet.....................................0.0292" (No. 69 Dr.:
By-pass ...............................0.052" (No. 55 Dr.)
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"
above tightly closed valve
Main nozzle ......................Installed permanently,
Nozzle bleed ..........................0.028" (No. 70 Dr.)
Step-up rod assembly:
0.063"
Economy step ........................................
Power step ............................................
0.060"
Step-up rod jet ..... .0.089", Installed permanently
Accelerating pump jet ............0.0292" (No. 69 Dr.)
Float level adjustment ...............................15/32"
Choke setting ..............................
On Index mark
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
-
2GV CARBURETOR SPECIFICATIONS

Models
90 hp
120 hp
I40 hp
155 hp
165 hp
185 hp
1972-75
1973-75
1967-72
1972-75
1967-68
19/32"
Float level ...............................................
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
X C CARBURETOR SPECIFICATIONS
Models
1 20, 140, & 165 hp
200 hp
1966-67
1976-78
Float level ...............................................

19/32"
Float level (90 Hp only)................27/64" or 0.421"
Float drop ...........................................
..I-29/32"
Pump rod adjustment ..............................1-5/32"
Choke unloader adjustment .......................0.110"
Choke setting ............................................
Index
Initial idle mixture ...............................1 turn out
K C CARBURETOR SPECIFICATIONS
Models
185 hp
1978
F l o a t level
F l o a t drop
Pump r o d adjustment
Choke unloader adjustment
Choke setting
Initial idle m i x t u r e
518"
1-3 1 /32"
1-7/32''
5116"
lndex
I 112 turns out
2GC CARBURETOR SPECIFICATIONS

Models
120 & 140 hp
1979 -- 81
2.5 & 3.0 Litre
1982 and on
1/ 2"
1-314"
1-5/32"
0.1 10"
F l o a t level
F l o a t drop Pump rod adjustment
Choke unloader adjustrnent
Choke setting
I n i t i a l idle m i x t u r e

Model
4.3 Litre
1986 and on
F l o a t level
F l o a t drop
Pump rod adjustment
Choke setting
I n i t i a l i d l e rnixture
17/32"
1-314"
1-15/16"
5/ 16"
Index
2-112 turns o u t

Models
185 & 200 hp
1979 -- 81
5.0 Litre
1982 and on
F l o a t level
F l o a t drop
Pump rod adjustment
Choke unloader adjustrnen t
Choke setting
17/32"
1-314"
1-71 3 2"
1-1!2
5! 16"
Index
turns out
4MV CARBURETOR SPECIFICATIONS

Models
210 hp
1968-70
1971
215 hp
1972-76
225 hp
1973
235 hp
Float level ..................................................1/4"
Pump rod location ..............................Inner hole
Pump rod adjustment .................................9/32"
Choke setting ............................................Index
Initial idle mixture ............................... 1 turn out
4MV CARBURETOR SPECIFICATIONS

Models
1978
225 hp
230 hp
1979 -- 81
260 hp
1979 -- 81
3.8 Litre
1982 -- 85
1982 and on
5.0, 5.7 Litre
4.3 Litre
1986 and on
Float level
5/ 16"
Pump rod location
inner hole
51 16"
Pump rod adjustrnent
Choke unloader adjustinent
15/64"
Choke setting
Index
3-112 turns o u t
I n i t i a l idle mixture
I! 8"
Vacuum break adjustrnent
Secondary air valve
112 turn a f t e r con t a c t
spring tension
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
CARBURETOR SPECS
A- 17
HOLLEY 4V CARBURETOR SPEClFlCATlONS

Models
1975-76
235 hp
Pump lever clearance ..................0.015" minimum
Choke setting .................................. 1 notch lean
Initial idle mixture........................ 1-1/2 turns out
Bore ........................ 1-9/16" primary & secondary
Venturi ............1-1/4" primary; 1-5/16" secondary
No. 64
Main jet ..................................................
Power valve ............................................. No. 50
Secondary throttle setting 1/2 turn beyond contact
WOLLEY 4V CARBURETOR SPECIFICATIONS

Models
1977-79
235,240 d 250 hp
Pump lever clearance
0.300"
Choke setting
Index
1-112 turns out
Bore
Primary
1-91 16"
Secondary
1-9116"
Venturi
1-114"
Primary
Secondary
1-51 1 6"
Main j e t
No. 66
Power valve
No. 25
Secondary t h r o t t l e
1/2 turn beyond contact
setting
F l o a t setting
Dry: Float parallel t o fuel bowl when
bowl is inverted.
A- 18
APPENDIX
100 hp 1972
120 hp 1965-72
120 hp 1976-81
2.5 Litre 1982 & on
GMC IN-LINE
100 hp 1973
110 hp 1964
140 hp 1973-81
120 hp 1973-75 3.0 Litre 1981 h 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.. .............................................
8.3 to 1 ............................8.5 to I ............................
8.4 to I
Compression Ratio ........................................
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
andspacer
and Spacer
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:
Length ...........................................
2.990" - 3.010" ..................2.990" - 3.010" ..................2.990" - 3.010"
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
- 1972,
v
.0085" - ,0135"
Material ................................................
..1v1400.................Durex (M-100)..............................M400
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
100 hp 1972
100 hp 1973
120
hp
1965-72
110 hp 1964
140 hp 1973-81
GMC IN-LINE
120 hp 1976-81
120 hp 1973-75 3.0 Litre 1981 & on
2.5 Litre 1982 & on
Crankshaft :
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
Intake. ...........................................
1/32" to 1/16" ..................1/32" to 1/16" ..................1/32" to 1/16"
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
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
9.0 to 1 ............................9.0 to I ............................9.0 to I
Compression Ratio ........................................
Octane Requirement ................84 Motor/93 Research .......84 Motor/93 Research ....... 84 Motor/93 Research
Cylinder Numbers - Front to Rear
2-4-6 .............................. 2-4-6 .............................. 2-4-6
Starboard Bank ............................................
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
Pressure.. ........................Pressure.. ........................Pressure
Camshaft Bearings ...................................
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
.Divorced Skirt
Type .............................................
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"
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
NA
Bearings - Number and Type.. 4 -Steel Backed Babbit. ..... 4 - Steel Backed Babbit .................................
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
1.6 to 1 ............................
1.6 to I ............................1.6 to I
Rocker Arm Ratio ......................................
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
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
+
+
1972-76
GMC SIX-CY LENDER EN-LINE
. . . . . . . . . . . . . . . . . . . . . . . . . 6 - In-line
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . In head
. . . . . . . . . . . . . . . . . . . . . . . . . . .3.875" x 3.530"
. . . . . . . . . . . . . . . . . . . . . . . 250 Cubic Inches
. . . . . . . . . . . . . . . . . . . . . . 1-2-3-4-5-6
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-5-3-6-2-4
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.02:l
. . . . . . . . . . . . . . . . . . . . . . . . . . 130 PSI*
. . . . . . . . . . . . . . . . . . . 84 Motor/93 R e s e a r c h
. . . . . . . . . . . . . . . . . . . . . .T h e r m o s t a t
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160" F.
. . . . .1/4-3/81, Give With Finger P r e s s u r e
Type - No. of Cylinder.

Valve Arrangement
B o r e and Stroke
Piston Displacement
No. System (front to r e a r ) .
Firing O r d e r
Compression Ratio
Compression P r e s s u r e
Octane Requirement
Water T e m p e r a t u r e Control
T h e r m o s t a t Opens a t
Alternator Belt Adjustment.
At c r a n h n g speed with throttle wide open
2. Engine Dimensions, F i t s and Adjustments

Pistons:
Type
Clearance Limit
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flat - Notched head

- Production . . . . . . . . . . . . . . . . .0005" - .0015"
- S e r v i c e . . . . . . . . . . . . . . . . . . . . . .0025" Max.
Piston Rings:
Compression Rings
Production Groove Clearance
.0012" - .0027"
.0012" - .0032"
Hi Limit Production +.001"
.010" - .020"
.010" - .020"
Hi Limit Production +.OIOn
.........
- Top. . . . . . . . . . . .
- 2nd . . . . . . . . . . . .
..................
Service Groove Clearance

Gap, Production
Gap, Service
- Top . . . . . . . . . .
- 2nd . . . . . . . . . .
Oil Ring
Production Groove Clearance
Service Groove Clearance
Gap - Production
Gap - S e r v i c e .
. . . . . . . . . . . . . . . . . .005" Max.
. . . . . . . . . Hi L i m i t Production +.001"
. . . . . . . . . . . . . . . . . . . . . . . .015" - .0055"
. . . . . . . . . . . . . . . . . Hi Limit Production +.OIOH
A-24
APPEND lX
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*
200 hp. 1965 110 psi*
* At cranking speed with throttle wide open
Compression Ratio .................................................................9.0 to 1........................................ 9.0 to 1
Octane Requirement .........................................
84 Motor/93 Research ....................84 Motori93 Research
Starboard Bank.. ................................................................
.2-4-6-8.. ......................................2-4-6-8
.........................................................................
Port Bank
1 - 3 - 5 - 7 .......................................1-3-5-7
..............................................................
............................I-8-4-3-6-5-7-2
.I-8-4-3-6-5-7-2..
Firing Order
Engine Manifold Vacuum @ Idle .............................14 Inches Minimum .............................................NA
Oiling System Type ........................................................
Forced Feed.................................Forced Feed
Type of Lubrication To:
Crankshaft Bearings ..........................................................
Pr essure......................................Pressure
......................................Pressure
Camshaft Bearings ............................................................Pressure
Connecting Rods.. ............................................................
Pressure.. ....................................Pressure
Piston Pins. .........................................................................S
plash .........................................
Splash
Cylinder Walls ....................................................
Splash and Nozzle .........................Splash and Nozzle
Splash and Nozzle .........................Splash and Nozzle
Timing Chain .....................................................
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
.040" ............................................
NA
Piston Pin Otfset ..................................................................
Piston Clearance Limits
Top Land ............................................................ .0265" - .0345" ............................. .0345" - .0435"
Skirt -Top ............................................................0005" - .OOll ............................. .0005" - .OOIlf'
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"
ff
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
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:
Length ...............................................................................
3.0601'.............................. 2.990" - 3.0IOff
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:
Pearlitic Malleable Iron .....................Precision Removable
Material .....................................................
..................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"
No. 5 - .0010" - .0038"
Camshaft:
Material .................................................................
Cast ~ l l o Iron
y .............................................NA
Type of Drive ......................................................................
Chain .............................................NA
No.of Links .............................................................................
54 .............................................NA
Crankshaft Sprocket ...................................................Sintered Iron .............................................NA
CamshaftSprocket .....................................Nylon Coated Aluminum .............................................NA
NA
Bearings - Number and Type ...........................5 - Steel Backed Babbit .............................................
Bearing JournalDiameter
Number 1 .............................................................
1 785" - 1.786"........................... 1.8682"-1.8692"
Number 2 .............................................................
1.755" - 1.756".. ......................................1.8682"
Number 3 .............................................................
1.725" - 1.726"........................................1.8682''
Number 4 .............................................................
1.695" - 1.696"........................................1.8682"
Number 5 .............................................................
1 .665" - 1.666"........................................I .8682"
JournalClearance in Bearings ............................. .0005" - .0025" (#I).............................................NA
,0005"-.0035" (#2, #3, #4, #5)

Valve System:
Lifter Type .....................................................................
Hydraulic.....................................Hydraulic
Lifter Diameter ........................................................8422" - .8427" .............................................NA
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. ............................................................
Lb. @ In. ............................................................
164 + 5 @ 1.340" ........................... 170-180 @ 1.260"
Alternator Belt Adjustment .............................. 60 2 5 With Cage 1-7316.................. 75 k 5 with gage 1-7316
..&
G M C V8
225hp 1972-76
245 hp 1972-75
210 hp 1969-70
215 hp 1971
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
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
A-27
GMC V8 SPECS
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
.........................................................
.................................
................... .
. .
.
.
.
.
........
............................
................................
....................................................
.........................*......
................................
.............................................................. 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"
Type
.....................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
4 .............................................45"
Valve Face Angle .....................................................................
Valve Seat Angle .....................................................................
4 6 " . ......................................... 46"
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
Intake. ................................................................
.1/32" to 1/16~',.,...........................1/32" to 1/16''
Exhaust ................................................................
1/16" to 3/32",.. ...........................1/16" to 3/32"
Outer Valve Spring Free Length ...............................................2.03" ...........................................
2.08"
A-28
APPENDIX
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 protection. Formulated to offer better resistance to oxidation and high temperature sludge formation.
G M C V8 ENGINES
305 CID
185 hp 1978-79
200 hp 1979
225 hp 1978
230 hp 1979
GMC V8 SPECS
GMC V8 ENGINES
A-29
305 CID
200 hp 1979
225 hp 1978
230 hp 1979
ENGINE BLOCK
GENDiAL SPECIFICATIONS
Type - No. of cylinders
90' - V-8
Valve arrangement
In head
Bore & stroke
3.736 x 3.480
305
Displacement cu. in.
Cylinder number, front
to rear
Starboard bank
2-4-6-8
Port bank
1-3-5-7
Firing order
1-8-4-3-6-5-7-2
Compression ratio
8.4: 1
Compression pressure
125 psi ( I )
Water temp. control
Thermostat
Thermostat opens a t
160' F
Alternator belt adjustment
l/4-3/8"
give with finger pressure
Full throttle operating
range
4000-4400 rpm
FITS AND ADJUSTMENTS

Pistons
.00007-.OO 17
Production clearance
Service clearance
.0027 max.
Piston rings - compression
Groove clearance
Production - top
.OO 12-.0032
Production - 2nd
-00 12--0027
Service - hi limit
+.OO 1
Gap
TOP
.o 10-.020
2nd
.O 10--025
Service - hi limit
+.010
Piston rings - oil
.005 max.
Groove clearance
Service
Production plus
.OO 1
Gap
Product ion
.O 15-.055
Service
.010
Production plus
Piston pins
-09270--09273
Diameter
Clearance
Production
Service
Fit in rod
Interference
Connecting rods
Bearing clearance
Production
Service
Side-clearance
Crankshaft
End play
Main journal diameter
NO. I
NO. 2, 3, 4
NO. 5
Taper
Product ion
Service
Out-of-round
Production
Service
Main bearing clearance
Product ion
NO. I
NO. 2, 3, 4
NO. 5
Main bearing clearance
Service
No. I
All others
Crankpin diameter
Taper
Production
Service
Out-of-round
Production
Service
Camshaft
Cast-in ident. No.
Bearing journal dia.
Runout
Type of drive
.00025-,00035
-00 1 max.
-00 13--0035
.0035 max.
-008- .O 1 4
-002-.006
2.4484-2.4493
2.448 1-2.4490
2.4479-2.4488
.0002 max.
.OO 1 max.
.0002
.OO 1 max.
-00 19-.003 1
-00 1 3--0025
-0023--0033
.002 max.
.0035 max.
2.099-2.100
.0003 max.
.OO 1 max.
.0002 max.
.OO 1 max.
2944
1.8682- 1.8692
.O 15 max.
Double row
roller chain
A-30
APPENDIX
GMC V8 ENGINES
CYLlNDEFt HEAD
Valve system
Lifter type
Rocker a r m ratio
Valve lash adjustment
Intake & exhaust
305 CID
200 hp 1979
225 hp 1978
230 hp 1979
GMC V8 ENGINES
305 CID
200 hp 1979
225 hp 1978
230 hp 1979
ENGINE LUBRICATION
Hydraulic
1.5: 1
3/4 turn
down from
" zero lash" point
Valve f a c e angle
45O
Valve s e a t angle
46 O
Stem t o guide clearance
.OO 1 0-.0027
Intake & exhaust
Exhaust, service
.0027 + .002
Intake, service
.0027 + -00 1
Valve s e a t width
Intake
1/32-1116
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
Oil pump t y p e
Crankcase capacity
225 and 230 hp
New filter, add
185 and 200 hp
New filter, add
Oil filter
OMC P a r t No.
Purolator
AC
Oil grade recommended
32 degrees F. & above
0 degrees F. t o 32 F
Below 0 degrees F.
Gear
Approx. 5 q t s
1 qt
Approx. 4 q t s
1 qt
SAE 30
SAE 20W
SAE IOW
GMC V8 SPECS
A-3 1
SPECIFICATIONS
GMC V8 ENGINES
305 CID
185 hp 1980-81
200 hp 1980-81
230 hp 1980-81
350 CID 1979-81
5.0 Litre 1982 & on
5.7 Litre 1982 & on
305 CID
GMC V8 ENGINES
185 hp 1980-81
200 hp 1980-81
230 hp 1980-81
350 CID 1979-81
5.0 Litre 1982 & on
5.7 Litre 1982 & on
ENGINE BLOCK
GENERAL SPECIFICATIONS
Type - No. of cylinders
Valve arrangement
Bore & stroke
305 CID
350 CID
Displacement
305 CID
350 CID
Cylinder number, f r o n t
t o rear
Star board bank
Port bank
Firing order
Compression ratio
305 CID
350 CID
305 CID
350 CID
Water temp. control
Thermostat opens at
A1ternator beit adjustm
give with finger press1
Full t h r o t t l e operating
range -- 185 hp
200, 230, & 260 hp
5.0 & 5.7 Litre
90'
- V-8
In head
305 cu. in.

350 cu. in.
125 psi
135 psi
Therrnos&at
160 F

Pistons
.00007-.OO 17
Production clearance
Service clearance
.0027 max.
Groove clearance
Production - t o p
.OO 12-.0032
Production - 2nd
.OO 12-.0032
Service - hi limit
+.OO1
Gap
.010-.020
TOP
2nd
.010-.025
Service - hi limit
+.010
Piston rings - oil
Groove clearance
.005 max.
.002-,007 max.
5.0 & 5.7 Litre
Service
Production plus
Gap
Production
Service
Production plus
Piston pins
Diameter
Clearance
Production
Service
F i t in rod
Interference
Connecting rods
Bearing clearance
Production
Service
Side clearance
-00025-.00035
.001 max.
.0013-.0035
.0035 rnax.
.008-.014
Crankshaft
End play
Main journal diameter
N& 1
No. 2, 3, 4
No. 5
Taper
Production
Service
Out-of-round
Production
Service
Main bearins clearance
Production
NO. 1
No. 2, 3, & 4
No. 5
Main bearins clearance
Service
NO. 1
NO. 2, 3, & 4
5.0 & 5.7 Litre
NO. 5
5.0 & 5.7 k i t r e
2.4484-2.4493
2.448 1-2.4490
2.4479-2.4488
.0002 max.
.001 max.
.OOO2
.9O 1 max.
,0008-.0020
-0011--0023
.OO 17-.0032
.OO 10--0015
.OO 10-.0023
.0010-.0025
.OO 17--0032
.0025--0035
A-32
APPENDIX
SPECIFICATIONS
GMC V8 ENGINES
305 CID
185 hp 1980-81
200 hp 1980-81
230 hp 1980-81
350 CID 1979-81
5.0 Litre 1982 & on
5.7 Litre 1982 & on
Crankpin diameter
Taper
Production
Service
Ou t-of-round
Production
Service
All models
2.0986-2.0998
.005 max.
.001 max.
.0005 max.
GMC V8 ENGINES
Valve seat width

Intake
Exhaust
Valve spring
F r e e length
Pressure f t-lbs
Closed
_ Open
305 CID
185 hp 1980-81
200 hp 1980-81
230 hp 1980-81
350 CID 1979-81
5.0 Litre 1982 & on
5.7 Litre 1982 & on
1/32-1116
1/ 16-3/32
2.03
76-84 @ 1.70
194-206 @ 1.25
.001 max.
ENGINE LUBRICATION
Camshaft
Cast-in ident. No.
Runout
Type of drive
CYLINDER HEAD
Valve system
Lifter t y p e
Rocker a r m ratio
Valve lash adjustment
Intake & exhaust
2944
1.8682-1.8692
.0015 max.
Double row
roller chain
Hydraulic
1.5:l
314 turn
down from
"zero lash" point
Valve f a c e angle
45:
Valve s e a t angle
46
Stem to guide clearance
.OO 10--0027
Intake & exhaust
Exhaust, service
.0027 + .002
Intake, service
.0027 + .001
Oil pump type

Gear
Crankcase capacity
185 and 200 hp
Approx. 4 q t s
1 qt
New filter, add
230, 260 hp; 5.0 & 5.7 Litre
5 qts
1 qt.
New filter, add
Oil filter
OMC P a r t No.
173233
Purolator
PER-40
AC
PF35
Oil grade recommended
SAE 30
32 degrees F. & above
SAE 20W
0 degrees F. t o 32 F
SAE 10W
Below 0 degrees F.
GMC V6 SPECS
A-33
SPECIFICATIONS
GMC V-6 ENGINES
229 CID
3.8 Litre
1981-82
ENGINE BLOCK
GENERAL SPECLFICATIONS
Type - No. of cylinder
90' - V-6
Valve arrangement
In head
Bore & s t r o k e
3.800 x 3.400
Displacement cu. in.
229
Litres
3.8
Cylinder number, f r o n t
to rear
Starboard bank
2-4-6
Port bank
1-3-5
Firing order
1-6-5-4-3-2
Compression r a t i o
8.0: 1
130 psi (1)
Water temp. control
Thermostat
Thermostat opens at
160" F
Alternator belt adjustmet,
114-318"
give with finger pressure
Full t h r o t t l e operating
4200-4600 rpm
range
Pistons
Production c l e a r a n c e
Groove clearance
Production - t o p
Production - 2nd
Gap
TOP
2nd
Piston rings - oil
Groove clearance
Gap -- Production
Piston pins
Diameter
Clearance Production
F i t i~ rod
Inter derence
Connecting rods
Bearing c l e a r a n c e
Production
Side c l e a r a n c e
Crankshaft
End play.
GMC V-6 ENGINES
229 CID
3.8 Litre
1981-82
Vain journal c'iameter

All
2.4995
Out-of-round
.0015 max.
Production
k'ain b e a r i w c l e a r s n c e
Production
All
.004-.OO 15
Crankpin diameter
2.2495-2.2487
Camshaft
Bearinrr journal dia.
1.785-1.786
Type of drive
Dl;ouble row
ro1lt.r cbain
CYLINDER HEAD
Valve system
Fyc'raulic
Lifter t y p e
Rocker a r m r a t i o
1.55:l
Valve lash a c ' j u s t m e ~ t
Intake & exhaust
Wsr Adjust.
Valve f a c e angle
4.5O
Valve s e a t angle
45"
Stem t o gui& c l e a r a n c e
Intake & Exhaust
.Q015-.OQ32
Valve s e a t v,rkc%b
Intake
1/16
Exhaust
3/32
Valve spring
Pressure f t-lbs
Closed
39-69 (is 1.727
Own
162-174 P 1.327
ENGINE LUBRICATION
Oil Duwn t v p e
Cr?r)'i;ca:?sec a m c i t y
170 t?n -- 3.8 Litre
P.'ev~ filter, ac'c'
Oil filter
OMC P a r t No.
Purolator
AC
Oil vsac'c. r e c o ~ rercW
r
32 ckprees F. & above
0 c'egrees F. t o 32 F
Below 0 c+nrees F.
SAE 30
SAE 28!ui
SAE 10"'
A-34
APPENDIX
SPECIFICATIONS
GMC V 6 ENGINES
229 & 262 CID

3.8 & 4.3 Litre
1983 and on
ENGINE BLOCK
GENERAL SPECIFICATIONS
90' - V6
T y p e - No. of cylinder
In h e a d
Valve a r r a n g e m e n t
Bore 3c s t r o k e (3.8 L t )
3.736 x 3.480
(4.3 L t )
4.000 x 3.480
Cylinder nurnber, f r o n t
to rear
S t a r b o a r d bank
2-4-6
P o r t bank
1-3-5
1-6-5-4 -3-2
Firing o r d e r
Compression r a t i o (3.8 L t )
8.6: 1
(4.3 L t )
9.3: 1
Compression pressure (3.8 L t )
125 psi
(4.3 L t )
167 psi
T h e r m o s Lit
Water t e m p , c o n t r o l
Thermost'lt opens a t
160' F
Alternator belt adjustment,
1!4-318''
give w i t h finger pressure
Full t h r o t t l e o p e r a t i n g
rarjge
4200-4600 r p n
Pistons
.0007 - .OO 17
Production c l e a r a n c e
Groove c l e a r a n c e
Production - t o p
Production - 2nd
Gap
TOP
2nd
Piston rings - oil
.002-.007 max.
Groove c l e a r a n c e
.O l5-.O35
G a p -- Production
Piston pins
Diarne t e r
C l e a r a n c e Production
F i t in rod
Interference
C o n n e c t i n g rods
Bearing c l e a r a n c e
Production
Side c l e a r a n c e
Crankshaft
End play.
Main journal d i a m e t e r
GMC V6 ENGINES
NO. 2, 3, 4
NO. 5
229 & 262 CID

3.8 & 4.3 Litre
1983 and on
2.448 1-2.4490
2.4479-2.4488
Out-of -round
Production
,0002 max.
Main b e a r i n g c l e a r a n c e
Production
-0008-.0020
N O. 1
NO. 2, 3, 4
.0011--0023
NO. 5
.OO 17-.0032
Crankpin diarneter
2.0986-2.0998
Camshaft
1.8682-1.8692
T y p e of d r i v e
Morse s i l e n t c h a i n
CYLINDER HEAD
Valve s y s t e m
Lifter type
I-Iydraulic
Rocker a r m ratio
1.5:1
Valve lash a d j u s t r n e n t
Intake & exhaust
(Hot) O n e t u r n
down f r o m z e r o lash.
45O
Valve f a c e a n g l e
Valve seat a n g l e
46'
S t e m t o guide c l e a r a n c e
.OO 10-.0027
Intake & Exhaust
Valve seat width
Intake
1/32 t o 1/16
Exhaust
1/16 t o 3/32
Valve spring
P r e s s u r e ft-lbs
Closed
76-84 @ 1.70"
Open
194-206 @ 1.25
ENGINE LUBRICATION
011p u m p t y p e
Crankcase capacity
170 h p -- 3.8 L i t r e
New f i l t e r , a d d
Oil f i l t e r
OMC P a r t No.
Purolator
AC
Oil g r a d e r e c o m m e n d e d
32 d e g r e e s F. & a b o v e
0 d e g r e e s F. t o 32 F
Below 0 d e g r e e s F.
Gear
4 qts
112 q t
173834
PER- 173
PF- 51
SAE 30
SAE 20W
SAE 10W
FORD V-8
ENGINE BLOCK
Compression Ratio
302 CID
175 HP
1977-79
302 CID
190 HP
1977-79
FORD V8 SPECS
A-35
35 1 CID
240 HP '78
250 HP '79
351 CID
235 HP
1977
Bore and Stroke

Compression Pressure
PSI (Sea Level) @
Cranking Speed
When checking compression, take the highest reading

and compare it to the lowest reading. The lowest
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---
(Front to Rear)
+Right
+
+
Left E-I-E-I-E-I-E-I
I-E-I-E-I-E-I-E
Rocker Arm Stud

Bore Dia. Std.
Gasket Surface
Flatness
CYLINDER BLOCK
Cylinder Bore
Diameter
Maximum out
of round
Wear Limit
Cylinder bore
surface RMS
+-4.000-4.0052
0.003" in any six-inches 0.007" overall

4.000-4.0052
4.0004-4.0048
4.000-4.0048
A-36
APPENDIX
FORD V-8
Maximum Taper
Wear Limit
Main Bearing
Bore Diameter
Cylinder Block
Distributor Shaft
Bearing Bore
Diameter
351 CID
240 HP '78
250 HP '79
P-
0.0 10
Lifter Bore
Diameter
35 1 CID
235 HP
1977
302 CID
190 HP
1977-79
0.00 1
302 CID
175 HP
1977-79
4+
0.8752-0.8767
2.44 12-2.4420
2.44 12-2.4420
3.1922-3.1930
3.1 922-3.1930
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.

Flatness
Crankshaft to rear
face of block
runout TIR Max.
VALVE ROCKER
ARMS, PUSH RODS
AND TAPPETS
Rocker Arm
Lift Ratio
Head gasket surface finish RMS 60- 150 --+

+0.003"
in any 6-inches or 0.006" overall -------+
4-
0.0 10
-C
1.61:l
Valve Push Rod

(Max. Runout)
0.0 15
Valve Lifter
Std. Diameter
+----
00.8740-0.8745
Clearance
to bore
Wear Limit
Hydraulic Lifter
Leakdown rate
0.005
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
Exhaust
7
0.00
10-0.0027
7 0.00
15-0.0032
FORD V8 SPECS
302 CID
175 HP
1977-79
FORD V-8
302 CID
190 HP
1977-79
351 CID
235 HP
1977
A-37
35 1 CID
240 HP '78
250 HP '79
0.0055
Wear Limit
Valve Head Diameter
lntake
Exhaust
1.773- 1.79 1
1.834- 1 -852
1.442- 1.460
1.533- 1.548
44O
Valve Face Angle
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
190-210@1.31
7 1-79@1.790
190-210@1.34
68@1.69
171@1.31
64@1.790
171Q1.34
1.94
2.06
1-43/64
to 1-45/64
1-49/64
to 1-13/16
Wear limit
Intake-exhaust
Valve Spring Free
Length (Approximate)
In take-exhaust
Valve Spring
Assembled
Ht. pad to retainer
Intake-exhaust
Valve Sprinq
0ut;of-sequare (Max.)
0.078
A-38
APPENDIX
302 CID
190 HP
1977-79
302 CID
175 HP
1977-79
FORD V-8
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
0.006
Timing Chain Deflect ion

4
(Maximum)
0.500
Wear limit
Camshaft Journal Dia.

Standard
No. 1 Bearing
No. 2 Bearing
No. 3 Bearing
No. 4 Bearing
No. 5 Bearing
2.0655-2.06665
2.0505-2.05 15
2.0355-2.0365
2.0205-2.02 15
Camshaft journal
maximum runout
Camshaft journal
max. out-of-roung
-4
Camshaft Bearings
Inside Diameter
No. I Bearing
No. 2 Bearing
0.005
0.0005
2.0825-2.0835
2.0675-2.0685
No. 3 Bearing
12.0525-2.0535
No. 4 Bearing
'-
No. 5 Bearing
r--------- 2.0225-2.0235
2.0375-2.0385
351 CID
235 HP
1977
35 1 CID
240 HP '78
250 HP '79
FORD V-8
Camshaft Bearing
No. I bearing
302 CID
175 HP
1977-79
Location
A-39
FORD V8 SPECS
302 CID
190 HP
1977-79
351 CID
235 HP
1977
351 CID
240 HP '78
250 HP '79
0.0050-0.0200
*
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
Allowable
Wall Thickness Std.
Main Bearings
To Crankshaft
Clearance
No. I desired
No. I allowable
0.0008-0.00 15
0.0008-0.0026
0.0572-0.0577
thickness
0.002 U.S. thickness and 0.0010 to std.
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
CRANKSHAFT
AND FLYWHEEL
Main Bearing Journal
Diameter
Main Journal max.
out-of-round
0.002" U.S. thickness add 0.00 I0 to standard thickness.
A-40
APPENDIX
FORD V-8

Runout (Maximum)
302 CID
175 HP
1 977-79
302 CID
190 HP
1977-79
35 1 CID
235 HP
1977
35 1 CfD
240 HP '78
250 HP '79
0.002
0.005
0.002
0.004
P-
Thrust Bearing
Journal Length
7
1.137-1.139
Main Bearing Surface

Finish RMS Maximum
Journal
Wear limit
Thrust Face Runout

Taper (Maximum)
Thrust Face
Connecting Rod
Journal Diameter
Connecting rod
journal out-of-round
(maximum)
Journal Maximum Taper
Crankshaft Free
End Play
Wear limit
12 _
35 front -- 25 rear
--
2.1228
to 2.1 236
2.1228
to 2. 1236
2.3 103
to 2.3 1 I I
0.0004
0.0004 per inch
2.3 103
to 2.3 1 I I
b-
0.004
to 0.008
P-
0.0 12
PISTONS
Diameter
Coded Red
Coded Blue
0.003 Oversize
Piston to Cylinder
Bore Clearance
Piston Pin Bore
Diameter
Measure a t the piston pin bore. Centerline a t 90' to

the pin bore.
3.9984
3.9984
3.9978
3.9978
to 3.9990
to 3.9990
to 3.9984
to 3.9984
3.9996
to 4.0002
4.0008
to 4.00 14
3.9996
to 4.0002
4.0008
to 4.00 14
3.9990
to 3.9996
4.0002
to 4.0008
p
0.00
0.9 123
to 0.9 126
18
0.0026
0.9 123
to 0.9 1 26
3.9990
to 3.9996
4.0002
4.0008
b
P-
0.9 124
to 0.9 127
0.9 124
to 0.9 127
FORD V8 SPECS
302 CID
175 HP
1977-79
FORD V-8
Ring Groove Width
Upper and lower
compression ring
Oil Ring
PISTON PIN
Length
302 CID
190 HP
1977-79
0.080-0.08 1
a 0.1880-0.1890
Diameter
Standard
0.00 1 Oversize
To Piston Clearance
To Connecting
Rod Clearance
3.0 10-3.040
4
-
0.9 1 20-0.9 1 23
r-
0.9 1 30-0.9 1 33
0.0002
to 0.0004
0.0002
to 0.0004-
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
Oil Ring
0.006
Ring Gap Width

Compression Ring
Top & bottom
Oil Ring
Steel ring
Snug
0.0 10
0.0 10
0.0 15
0.0 15
All
CONNECTING ROD
Piston Pin Bore
or Bushing ID
Bore Diameter
+
-
0.9 104-0.9 1 1 2
2.2390-2.2398

Bore Max. out-of-round
7
and taper
0.0004
351 CID
235 HP
1977
A-4 I
351 CID
240 HP '78
250 HP '79
A-42
APPENDIX
FORD V-8
Connecting Rod Length

Center-to-Center
Connecting Rod
Alignment
Max. Total
Difference
Twist
Bend
Connecting Rod Assy.
Assembled to
Crankshaft
Side Clearance
Wear Limit
302 CID
190 HP
1977-79
302 CID
175 HP
1977-79
351 CID
235 HP
1977
35 1 CID
240 HP '78
250 HP '79
5.0885
5.0885
5.9545
5.9545
to 5.09 15
to 5.9575
to 5.9575
t o 5.09 15
Pin bushing and crankshaft bearing bore must be
parallel and in the same vertical plane within the
specified total difference a t ends of 8-inch long bar
measured 4" on each side of the rod.
0.0004
*
*
r--.----- 0.0 10-0.020
0.0 12
0.023
OIL PUMP
Rotor-Type Oil Pump

Relief Valve Spring
Tension
Lbs. @ Spec. Length
Driveshaft t o Housing
Bearing Clearance
Relief Valve
Clearance
10.6- 12.2
@ 1.704
10.6- 12.2
@ 1.704
18.2-20.2
@ 2.49
18.2-20.2
@2.49
0.00 15-0.0029
9-
0.00 15-0.0029
Rotor Assembly
End Clearance
+-----
0.00 1-0.004
a-
Outer Race t o Housing

(Radial Clearance)
1
-
0.006-0.0 13
U.S. Measure
(Add I qt. with
oil filter replacement)
5 qts
Imperial Measure
(Add I qt. with
oil fitler replacement)
P
4 qts
ENGINE OIL PAN

CAPACiTlES
FORD V-8
302 CID
175 HP
1974-76
ENGINE BLOCK
Compression Ra-ti0
302 CID
190 HP
1974-75
FORD V8 SPECS
351 CID
235 HP
1974-76
A-43
302 CID
190 HP
1976
Bore ar,d Stroke
Ccrrrrression Pressure
FSI (Sea Level) @
C r a n kinp Speed
Cil Pressure
Rot (3 2000 RPhCylinc'er t ' e s i ~ r a f ion
When checking compression, take the highest reading

and compare it t o the lowest reading. The lowest
reading must be within 75% of the highest.
40-60
40-60
40-60
35-60
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
(Front to Rear)
+- Right I-E-I-E-I-E-I-E
Rocker Arm Stud

Bore Dia. Std.
Gasket Surface
Flatness
CYLINDER BLOCK
Cylinder Bore
Diameter
+---
w
w
0.3680 - 0.3695
r
L
0.003" in any 6-inches, 0.007" overall
4.0004-4.0040
4.0004-4.0052
4.0004-4.0040
1976 on1 y
4.000-4.0036
4.000-4.0048
4.000-4.0052
Maximum out
of round
0.00 1
Wear Limit
0.005
15- 35
b--
Cylinder bore
surface RMS
A-44
APPENDIX
O R D V-8
302 CID
175 HP
1974-76
302 CID
190 HP
1974-75
351 CID
235 HP
1974-76
302 CID
190 HP
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.
Flatness
+Head
+0.003"
g a s k e t s u r f a c e finish RMS 60- 150

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
Collapsed
Tappet Gap
Allowable
Desired
VALVES
Valve S t e m t o Valve
Guide C learance
In t a k e
Exhaust
5-50 seconds maximum m e a s u r e m e n t at 1 / 16 plunger travel
FORD V8 SPECS
302 CID
175 HP
1974-76
FORD V-8
302 CID
190 HP
1974-75
35 1 CID
235 HP
1974-76
302 CID
190 HP
1976
0.0055
Wear Limit
Valve Head Diameter
In take
Exhaust
Valve Face Angle
1.773- 1.79 1
1.834- 1.852
1.834- 1.852
1.834- 1.852
1.442- 1.460
1.533- 1.548
1.533- 1.548
1.533- 1.548
44O
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
A-45
76-84@1.69
190-210@1.31
7 1 -79@ 1 -790
190-21O@I.34
68@1.69
171@1.31
64@1.790
l71@I.34
I .94
2.07
1-43/64
t o 1-45/64
1-49/64
to 1-13/16
Wear limit
Intake-exhaust
Valve Spring Free
Length (Approximate)
Intake-exhaust
Valve Spring
Assembled
Ht. pad to retainer
Intake-exhaust
1976 only
Valve Spring
Out-of-square (Max.)
1-21/32
to 1-23/32
4
0.078
A-46
APPENDIX
FORD V-8
302 CID
I75 HP
1974-76
302 CID
190 HP
1974-75
0.2375
0.278
351 CID
235 HP
1974-76
302 CID
190 HP
1976
CAMSHAFT
Lobe Lift
lntake
Exhaust
Max. allowable
lift loss
Theoretical Valve Lift

Intake
Camshaft End Play
Wear limit
No. 5 Bearing
Camshaft journal
maximum runout
Camshaft journal
max. out-of-roung
Camshaft Bearings
Inside Diameter
No. I Bearing
No. 2 Bearing
No. 3 Bearing
No. 4 Bearing
No. 5 Bearing
0.448
A
7
Timing Chain Deflection

(Maximum)
No. 4 Bearing
0.3823
Camshaft Journal to
Bearing Clearance
No. 3 Bearing
0.4 18
0.005-0.0055
Wear limit
No. 2 Bearing
0.3707
Exhaust
Camshaft Journal Dia.

Standard
No. I Bearing
0.005
0.007
0.001-0.003
0.006
0.500
2.0805-2.08 I5
2.0655-2.06665
2.0505-2.05 15
2.0355-2.0365
2.0205-2.02 15
0.005
0.0005
2.0825-2.0835
2.0675-2.0685
2.0525-2.0535
2.0375-2.0385
7
L
2.0225-2.0235
FORD V8 SPECS
302 CID
175 HP
1974-76
FORD V-8
Camshaft Bearing
No. I bearing
302 CID
190 HP
1974-75
351 CID
235 HP
1974-76
A-47
302 CID
190 HP
1976
0.0050-0.0200
e
Distance in inches that the front edge of the bearing is
installed towards the rear from the front face of the
cylinder block.
Location
CRANKSHAFT BEARINGS
Connecting Rod Bearings

To Crankshaft
Clearance
Desired
Allowable
All others
desired
All others
allowable
0.0008-0.0026
0.0572-0.0577
thickness
Wall Thickness Std.

Main Bearings
To Crankshaft
Clearance
No. I desired
No. I allowable
0.0008-0.00 15
0.002 U.S. thickness and 0.0010 to std.

-
0.000 1
0.000 1
to 0.0020
0.000 1
0.000 1
to 0.0020
0.0005
to 0.00 15
0.0005
to 0.00 I5
0.0005
to 0.0024
0.0005
to 0.0024
0.096 1
to 0.0966
0.096 1
to 0.0966
0.0955
to 0.0958
0.0955
to 0.0958
0.000 1
0.000 1
to 0.0020
All bearings
desired
All bearings
allowable
Wall Thickness Std.
No. I bearing
All others
All bearings
0.002" U.S. thickness add 0.00 I0 to standard thickness.
Wall thickness
CRANKSHAFT
AND FLYWHEEL
Diameter
Main Journal max.
out-of-round
2.2482
to 2.2490
4
2.2482
to 2.2490
0.0004
2.9994
to 3.0002
2.2482
to 2.2490
b-
A-48
APPENDIX

Runout (Maximum)
Wear limit
Thrust F a c e Runout
T a p e r (Maximum)
Thrust Bearing
Journal Length
Main Bearing S u r f a c e
Finish RMS Maximum
Journal
Connecting rod
journal out- of-round
(maximum)
Connecting R o d Bearing
Journal Maximum Taper
Crankshaft Free
End P l a y
Wear limit
302 CID
190 HP
1976
0.002
0.005
0.002
b-
0.004
br
L
7
1.137-1.139
12
2.1228
t o 2.1236
2.1228
t o 2.1236
0.0004
0.004
0.008
35 f r o n t -- 25 r e a r -+-
Thrust F a c e
Connecting R o d
Journal D i a m e t e r
351 CID
235 HP
1974-76
302 CID
190 HP
1974-75
302 CID
175 HP
1974-76
FORD V-8
2.3 103
t o 2.3 1 1 I
+-
0.0004 p e r inch
4
A
7
2.1228
t o 2. 1236
&-
k&-
0.0 12
h
P
PISTONS
Diameter
Coded R e d
Coded Blue
0.003 Oversize
Piston t o Cylinder
Bore C l e a r a n c e
Piston Pin Bore
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.
3.9984
3.9984
3.9978
3.9984
t o 3.9990
t o 3.9990
t o 3.9984
t o 3.9990
3.9996
t o 4.0002
4.0008
t o 4.00 14
4
A
0.9 123
t o 0.9 126
3.9996
t o 4.0002
4.0008
t o 4.00 14
3.9990
t o 3.9996
4.0002
t o 4.0008
0.00 18
0.0026
0.9 123
t o 0.9 1 26
3.9996
t o 4.0002
4.0008
t o 4.00 14
Bk-
0.9 124
t o 0.9 127
0.9 123
t o 0.9 126
FORD V8 SPECS
FORD V-8
302 CID
175 HP
1974-76
302 ClD
190 HP
1974-75
351 CID
235 HP
1974-76
A-49
302 CiD
190 HP
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

Bore Diameter
2.2390-2.2398

Bore Max. out-of-round
and taper
0.0004
-50
APPENDIX
FORD V-8
Connecting Rod Length

Center-to-Center
Connecting Rod
Alignment
Max* Total Difference
Twist
Bend
Connecting Rod Assy.
Assembled to
Crankshaft
Side Clearance
Wear Limit
302 CID
175 HP
1974-76
302 CID
190 HP
1974-75
351 CID
235 HP
1974-76
302 CID
190 HP
1976
5.0885
5.0885
5.9545
5.0885
to 5.09 15
to 5.09 15
to 5.9575
to 5.09 1 5
Pin bushing and crankshaft bearing bore must be
parallel and in the same vertical plane within the
specified total difference a t ends of &inch long bar
measured 4" on each side of the rod.
*
*
0.012
1
0.0004
0.0 10-0.020
0.023
7
L
OIL PUMP
Rotor-Type Oil Pump

Relief valve Spring
Tension
Lbs. @ Spec. Length
11.15-1 1.75
@ 1.704
11.15-1 1.75
@ 1.704
18.2-20.2
@ 2.49
10.6- 1 2.2
@ 1.704
Driveshaf t to Housing
Bearing Clearance
t-------
0.00 15-0.0029
Relief Valve
Clearance
1
-
0.00 15-0.0029
Rotor Assembly
End Clearance
c 0.00 1-0.004
b-
Outer Race to Housing

(Radial Clearance)
0.006-0.0 13
ENGINE OIL PAN

CAPACITIES
U.S. Measure
(Add 1 qt. with
oil filter re p lacement)
5 qts
Imperial Measure
(Add I qt. with
oil fitler replacement)
4 qts
TORQUE SPECS
A-5 1
TORQUE SPECIFICATIONS FOR THE 110,120, AND 140 Hp ENGINES

PART
APPLICATION
Bolt
Nut
Screw
Plug
Bolt
Screw
Screw
Setscrew
Screw
Screw
Bolt
Screw
Filter
Bolt
Bolt
Bolt
Screw
Bolt
Nut
Screw
Camshaft Thrust Plate

Connecting Rod
Coupling, Flywheel to Crankshaft
Crankcase Drain
Cylinder Head
Engine Mount to Cylinder Block
Fill and Drain Oil Plug (outdrive)
Gear to Clutch Spring
Gearcase to Exhaust Tube
Impeller Housing to Gear Housing
Main Bearing Cap (oiled)
Manifold to Cylinder Head
Oil
Oil Pan (end)
Oil Pan (side)
Oil Pan (to front cover)
Oil Pump Cover to Body
Oil Pump Mounting
Pinion (elastic stop nut)
Pulley to Balancer Hub
Screw
Nut
Plug
Screw
Bolt
Screw
Bolt
Rocker Arm Cover

Shaft and Ball Gear Assembly (upper gear box)
Spark
Cover to Intermediate Hsg.
Timing Gear Cover to Block
Water Passage Cover
Water Pump to Block
THREAD
F T . LBS.
16-18
30-36
60-70
20-25
Hand T
(1)
(2)
Use a reliable torque wrench to tighten the parts

listed to prevent straining or distorting them or
possibly damaging the threads. These specifications
are for clean threads only. Dirty threads produce
friction which prevents accurate measurements. It is
important that these torque specifications be strictly

observed. Overtightening to any extent can damage
threads, thus preventing proper torque frorn being
obtained, requiring replacement or repair of damaged parts.
The following specifications a r e f o r screw sizes not shown otherwise:

SCREW SIZE
#6
# 10
# 12
FT. LBS.
I N . LBS.
---
7- 10
25-35
35-45
60-80
120- 140
220-240
2- 3
3-4
5- 7
10- 12
18-20
I/ 4
5/16
3,'8
TORQUE VALUES FOR 150, 160, 165 HP ENGINES

Size
1/4-20
Usage
Flvwheel Housine Pans
80 lb. in.
80 lb. in.
80 lb. in.
Rocker Arm Cover
45 lb. in.
.- --.
11/32-24
---
I N . LBS.
Connecting Rod Cap
35 lb. ft.
A-52
APPENDIX
TORQUE VALUES FOR 150, 160, 165 HP ENGINES (Continued)
5/16-18
Oil Pan (To Crankcase)

Oil Pump
Push Rod Cover
Water Pump
75 lb. in.
115 Ib. in.
50 lb. in.
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
Spark Plug
15 Ib. ft.
14mm
5/8
TORQUE VALUES FOR V6 150 AND 155 H P ENGINES
PART
Nut
Screw
Plug
Bolt
Bolt
Bolt
Bolt
Screw
Bolt
Bolt
Set Screw
Screw
Bolt
Screw
Screw
Screw
Filter
Bolt
Screw
Bolt
Nut
Bolt
Bolt
Screw
Screw
Bolt
Nut
APPLICATION
Connecting Rod Bolt
Crankcase Drain
Crankshaft Bearing Cap to Crankcase
Cylinder Head to Block
Distributor Holddown Clamp
Fuel Pump Eccentric and Timing Chain Sprocket
to Camshaft
Fuel Pump to Timing Chain Cover
Gearcase t o Exhaust Tube
Harmonic Balancer to Crankshaft
Intake Manifold to Cylinder Head
Mount Bracket to Front Lateral Support
Oil
Oil Pan to Block
Oil Pump Cover Assembly to Timing Chain
Cover
Oil Screen Housing Pipe and Flange Assembly
to Block
Pinion (Elastic Stop Nut)
Pulley and Reinforcement to Harmonic Balancer
Pulley to Water Pump Hub
Rear Support Bracket to Adapter
Rocker A r m Cover to Cylinder Head
Rocker Arm Shaft Bracket to Cylinder Head
Shaft and Ball Gear Assembly (upper g e a r box)
THREAD
TORQUE FT. LBS.
20- 25
30-35 In. Lbs.
16- 18
140-Minimum
30-36
45-55
60-65
10- 15
9- 13
8- 12
TORQUE SPECS
A-53
TORQUE VALUES FOR 198,228 250 260 HP GM ENGINES

TORQUE
I
FT. LBS.
PART
APPLICATION
Bolt
Nut
Screw
Plug
Bolt
Screw
Screw
Screw
Setscrew
Screw
Screw
Bolt
Screw
Filter
Bolt
Bolt
Screw
Bolt
Nut
Screw
Screw
Nut
Plug
Screw
Bolt
Screw
Bolt
Camshaft Sprocket
Connecting Rod
Crankcase Drain
Cylinder Head
Distributor Clamp
Gearcase to Exhaust Tube
Intake Manifold
Oi 1
Oil Pan 5/16-18
Oil Pan 1/4-20
Oil Pump Mounting
Pinion (elastic stop nut)
Pulley to Balancer Hub
Rocker Arm Cover
Shaft and Ball Gear Assembly (upper gear box)
Spark
Cover to Intermediate Housing
Timing Chain Cover to Block
Water Passage Cover
Water Pump to Block
IN. LBS.
15-20
45
60-65
20-25
60 - 70
8- 12
35-45
4-5
30-35
16-18
30-36
75-85
25-35
tighten snug and add 1/3 turn
TORQUE VALUES FOR 188, 225,233 H P FORD ENGINES

Item
Engine
175,190HP1 235 HP
Intake Manifold Bolts
23-25
Exhaust Manifold Bolts
20-25
Water Pump Housing
12-15
Flywheel to Crankshaft
Main Bearing Cap
Bolts
75-85
60-70
Oil Pan Drain Plug

Oil Pump to Cylinder
Block
-
7-9
22-32
Engine Block Spacer Bolts

-Fuel Pump Screw
Starter Motor Screw
50-55
18-20
24-30
95-105
Engine
175, 190 HP 1 235 HP
Item
Cylinder Front Cover

Water Pump Bolts
Camshaft Sprocket t o
camshaftCamshaft Thrust Plate to
Block
Vibration Damper to
Crankshaft
Crankshaft Pulley to Vibration Damper
Connecting Rod Nuts
Valve Rocker Arm Cover
Fuel Pump to Cylinder
Front Cover
Rocker Arm Stud Nut
Alternator Pivot Bolt
Water Pump Pulley Screw
Adapter Housing to Spacer
Nuts
tighten 1/2 turn more.

12-15
12-15
40-45
9- 12
100- 130
70-90
35- 50
19-24
3- 5
17- 27
40-45
17-23 Ft-Lbs After Nut Contacts Shoulder

45- 57
14-20
22-24
A-54
APPENDIX
TORQUE SPECIFICATIONS
3.8.4.3, 5.0, AND 5.7 LITRE MODELS
USAGE
SIZE
1/4"-20
I
5/16"-18
ALL MODELS
.-
80 lb. in.
Oil Filter B w a s s Valve
80 lb. in.
Oil Pan To Crankcase
80 lb. in.
Oil Pump Cover
80 lb. in.
Rocker Arm Cover
45 lb. in.
Camshaft Sprocket
Oil Pan To Crankcase
30 lb. ft.
I
I
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.
Flywheel
60 lb. ft.
Harmonic Balancer
60 lb. ft.
Temnerature Sendine: Unit
20 lb. ft.
Oil Filter
25 lb. ft.
Spark Plug
15 lb. ft.
7/16"-20
1/2"-24
1/2"-20
14 mm
Torque Specifications
2.5 AND 3.0 LITRE MODELS
TORQUE
PART
APPLICATION
Bolt
Nu:
Screw
Bolt
Screw
Bolt
Screw
Filter
Bolt
Bolt
Screw
Bolt
Screw

Connecting Rod
Coupling, Flywheel t o Crankshaft
Cylinder Head
Engine Mount t o Cylinder Block
Manifold t o Cylinder Head
Oil
Oil Pan (end
Oil Pan (side)
Oil Pump Mounting
(1)
Pulley t o Balancer Hub
(2)
Rocker Arm Cover
Spark
Timing Gear Cover to Block
Water Pump t o Block
Temp Sending Unit
Push Rod Cover
Distributor Clamp
Flywheel Housing t o Engine
Alternator Bracket t o Engine
Screw
Plug
Bolt
Bolt
Bolt
Bolt
Bolt
Bolt
Screw
THREAD
FT. LES.
IN. LBS.
72-90
35
60-65
90-100
20-24
60-70
20-25
Hand Tight
75
80
-65-75
110-120
15-20
15-20
45
15
72-90
13-17
ENGINE MODEL
- GEAR RATIOS - OIL CAPACITIES
SEE GENERAL AND SPECIAL NOTES APPENDIX PAGE A-69
HP
ENGINE MODEL
GEAR RATIOS
UPPER LOWER
TOTAL
.87
.87
.57
90
120
DU & DUE-12M
CU bk CUE-13E
SU & SUE-13E
150 Note 3HU & HUE- l3E (Early)
HU & HUE- I3E (Late)
.87
.87
.57
.57
.65
90
DU & DUE- 138
120
CU & CUE-14D
150
HU & HUE-14D
200 Note 4TU & TUE-14D (Early)
200
TU & TUE- 14D (Late)
87
.87
.65
.87
.87
-87
.65
.62
.65
.62
.87
.87
.86
GEAR O K
CAPACITY
OUNCES OUNCES
OVERALL UPPER
LOWER
ENGINE MODEL
ENGINE MODEL
NU
DU
CU
HU
KU
TU
TU
& NUE-10s
& DUE-15s
& CUE- l6C
& HUE- l6C
& KUE-16C
& TUE-16C
& TUE-17R
NUFR- 12A
CUTR- I SE, CUFR- 1 9E,
CUTM- ISE, CUFM-19E, CUFR-19EB
HUTR-I 9E, HUFR-1 SE,
HUTM- ISE, HUFM-lSE, HUFR-19EB
TLJFR-19R, TUFM-19E, TUFR-19EB
GEAR RATIOS
UPPER LOWER
TOTAL
GEAR OIL
CAPACITY
OUNCES OUNCES
OVERALL UPPER
LOWER
16.28
19.20
19.20
19.20
21.16
21.16
21.16
20.23
20.23
15.23
15.23
15.23
15.23
15.23
.49
.82
.62
.62
.86
.86
.86
17.5
17.5
37.2
37.2
37.2
37.2
37.2
16.28
20.23
.49
17.5
19.20
15.23
.62
33.9
19.20
21.16
15.23
15.23
.62
.86
33.9
33.9
16.28
20.23
.49
17.5
19.20
15.23
.62
33.9
19.20
21.16
15.23
15.23
.62
.86
33.9
33.9
ENGINE MODEL
ENGINE MODEL
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
GEAR RATIOS
UPPER LOWER
TOTAL
GEAR OIL
CAPACITY
OUNCES OUNCES
OVERALL UPPER
LOWER
A-58
APPENDIX
GEARS AND OIL
A-59
ENGINE MODEL
%'D
HP
120
140
175
190
235
ENGINE MODEL
990235E
990234E
990237E
990236E
990230E
990229E
990232E
990231E
990240E
990241E
(SelecTrim)
(Manual Trim)
(SelecTrim)
(Manual Trim)
(SelecTrim)
(Fixed Trim)
(SelecTrim)
(Fixed Trim)
(Fixed Trim)
(SelecTrim)
GEAR RATIOS
TOTAL
UPPER LOWER
.52
.52
.62
.62
.72
.72
.72
.72
.86
.86
GEAR OIL
CAPACITY
OUNCES OUNCES
OVERALL UPPER
LOWER
33.9
33.9
33.9
33.9
33.9
33.9
33.9
33.9
33.9
33.9
120
140
185
225
240
990243D & H (SelecTrim)

990242D & H (Fixed Trim)
990254D & H (SelecTrirn)
99025 1D (SelecTrim)
990250D (Fixed Trim)
.6 1
.6 1
.6 1
.6 1
.67
.67
.7 1
.7 1
.7 1
.7 1
33.8
33.8
33.8
33.8
33.8
38.4
38.4
38.4
38.4
38.4
GEARS AND OIL
A-6 1
53aannwQGlnnQ6na
N N N N N N N N N N N N N N N
ENGINE MODEL - GEAR RATIOS
- OIL CAPACITIES

ENGINE MODEL
GEAR RATIOS
UPPER LOWER
TOTAL
3.8 L i t r e
18 5
200
17OSTMRCIS (SelecTrirn)
170SP%lRCIS (SelecTrim w1P.S.)
990252C & 2CK (Fixed Trim)
999253C & 3CK (SelecTrirn)
2rJOtzTHRCIS 6i C I F (Fixed Trim)
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)
23QSTI-IRCIS & C I F (SelecTrirn)
990261C & 1CK (SelecTrim w/P.S.)
230SPHRCIS & CIF(Se1ecTrirn w/P.S.)
260FTHRClS & C I F (Fixed Trim)
990257C & 7CK (SelecTrim)
260STHRCIS & C I F (SelecTrirn)
990262C & 2cK (SelecTrirn w1P.S.)
260SPHRCIS & CIF(Se1ecTrim w1P.S.)
%u
9CJ
1981
990242C & 2C1 (Fixed Trl-n)

129FTHRCIS & C I F (Fixed Trim)
990243C Lk 3C1 (SelecTriln)
!%OSTHRCIS & C I F (SelecTrirn)
990244C & 4CI (Fixed Trim)
140FTHRCIS & CIF (Fixed T r i m )
99324 5C & 5CI ( S e l e c T r ~ m )
14;)ST!-lRCIS Kc C I F (SelecTrirn)
140SPHRCIS & ~ ~ F ( S e l e c ~ w1P.S.)
rim
OVERALL
GEAR OIL
CAPACITY
OUNCES OUNCES
UPPER
LOWER
0\
21.18
21.18
21.18
21.18
21.18
21.18
21.18
21.18
21 . l 8
kkkk
\D\D\D\D
NNNN
kkkk
\D\D\D\D
NNNN
GEARS AND OIL
4444
m m m m
A-63
ENGINE MODEL
SEE GENERAL AND SPECIAL NOTES APPENDIX PACE A-69
MODEL
IDENTIFICATION
GEAR RATIOS
UPPER LOWER
TOTAL
GEAR OIL
CAPACITY
OUNCES OUNCES
OVERALL UPPER
LOWER
1982 Continued
5.0 Litre 504STHKCNC (SelecTrirn)
(307 CID) 504SPHRCNC (SelecTrim, P.S.)
4BRL
504STHCCNC (SelecTrim, Closed Cool)
504SPHCCNC (SelecTrirn, P.S., C.C.)
504STMRCNC (S.T., Mid-Rise Elbow)
504SPMRCNC (S.T., P.S., M.R.E.)
504STMCCNC (S.T., M.R.E., C.C.)
504SPMCCNC (S.T., P.S., M.R.E., C.C.)
21:17
21: 17
21: 17
21: 17
21: 17
21: 17
21: 17
21:17
5.7 Litre
(350 CID)
574STHRCNC (SelecTrirn)
574SPHRCNC (SelecTrim, P.S.)
574STHCCNC (SelecTrirn, Closed Cool)
574SPYCCNC (SelecTrim, P.S., C.C.)
574STMRCNC (SelecTrim, W .R.E.)
574SPWRCNC (S.T., P.S., M.R.E.)
579STMCCNC (S.T., M.R.E., C.C.)
574SPWCCNC (S.T., P.S., M.R.E,, C.C.)
21:16
21: 16
21: 16
21: 16
21:16
21: 16
21:16
21:16
2.5 Lltre
(1 20 HP?
252FTHRCTR
252FPYRCTR (Power Steering)
252STHRCTR (SelecTrirn)
252SPHRCTR (SelecTrirn, P.5.)
21:18
21:18
21:18
21:18
13:26
13:26
1326
13:26
.58
.58
.58
.58
1.71
1.7 1
1.7 1
1.71
16.6
16.6
16.6
16.6
26.7
26.7
26.7
26.7
3.0 Litre
I1 49 HP!
302FT1-IRCTK
302FPHRCTR (Power Steering)
302TTHRCTR (SelecTritn)
3025PHRCTR (SelecTrlrn, P.5.)
1983 Ca?tinued on Uevt Page
21:18
21:15
21:18
21:18
13~26
13:26
13:26
13:26
.58
.58
-58
.58
1.7 1
1.71
1.7 1
1.71
16.6
16.6
16.6
16.6
26.7
26.7
26.7
26.7
3
D
rn
ENGINE MODEL
MODEL
IDENTIFICATION
GEAR RATIOS
TOTAL
UPPER LOWER
GEAR OH,
CAPACITY
OUNCES OUNCES
OVERALL UPPER
LOWER
1983 Continued
3.8 Litre
(170 HP)
2 9BL
382STMRCTR
382SPVRCTR
382STMCCTR
382SPMCCTR
(SelecTriin)
(SelecTrim, P.S.)
(SelecTrirn, Closed Cool)
(SelecTrirn, P.S., C.C.)
21:20
21:20
21:20
21:20
14:26
14:26
l4:26
14:26
.57
.57
.57
.57
1.77
1.77
1.77
1.77
16.6
16.6
16.6
16.6
32.1
32.1
32.1
32.1
3.8 Litre
(170 HP)
4 9BL
384STMRCTK
384SPVRCTR
384STMCCTR
384SPMCCTR
(SelecTri!n)
(SelecTrirn, P.S.)
(SelecTrirn, Closed Cool)
(SelecTrim, P.S., C.C.)
21:20
21:20
21:20
21:20
14:26
14:26
i 4:26
14:26
.57
.57
.57
.57
1.77
1.77
1.77
1.77
16.6
16.6
16.6
16.6
32.1
32.1
32.1
32.1
5.0 L i t r e
(305 CID)
2 BBL
502STHRCTII
502SPHRCTK
502STHCCTfI
502SPHCCTR
502STMRCTR
502SPVRCTR
502STMCCTR
502SPVICCTR
(SelecTrl~n)
21:17
(SelecTrun, P.5.)
21:17
(SelecTrim, Closed Cool) 21: 17
( S e l e c T r ~ m ,P.T., C.C.) 21: 17
(S.T., Vid-rise Elbow)
21:17
(S.T., P.S., M.K.E.)
21:17
(S.T., M.R.E., C.C.)
21:17
(S.T., P.S., M.R.E., C.C.) 21:17
14:26
i4:24
1k26
14:26
14:26
14:26
1k26
14:26
5.0 i l t r e
(307 CID)
4 3BL
504STHRCTK (SelecTrl-n)
504SPHRCTR (SelecTr~rn,P.5.)
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
ENGINE MODEL
MODEL
ZDENTIFiCATlEON
1983 Continued
GEAR RATIOS
CPPER LOWER
TOTAL
5.7 L ~ t r e 574STHRCTti (SelecTr~gn)

21:16
(350 ZID) 574SPHRCTR (SelecTri~n,P.S.)
21:16
574STHCCTR ( S e l e c T r ~ f nClosed
,
Cool) 21: I6
574SPHCCTR (S.T., P.S., C.C.)
21:16
574STMRCTR (S.T., Vid-rise Elbow)
21:16
574SPMRCTK (S.T., P.S., M.R.E.1
21:16
574STMCCTR (S.T., W.R.E., C.C.)
21:16
574SPVCCT!i (S.T., P.S., M.R.E., C.C.) 21:16
l4:26
14:26
14:26
14:26
14:26
14:26
14:2h
14:26
OVERALL
GEAR OK
CAPACITY
OUNCES OUNCES
UPPER
LOWER
2.5 Lltre
(129 HP)
252FTf-IRCR (Preset Trim)

252STHRCR (SelecTrirn)
21:15
21:lS
13:25
13:26
-58
.58
1.71
1.7 1
16.6
16.6
26.7
26.7
3.0 L i t r e
(140 HP!
'302FTt-lKCR (Preset Trim)

302STHRCR {SelecTrim)
302SPHRCR (SelecTrii-n, P.S.)
21:18
21:18
21:18
13:26
13:26
13:26
.58
.58
.5%
1.71
1.71
1.7 1
16.6
16.6
16.6
26.7
26.7
26.7
3.8 L i t r e
(170 HP)
2 BBL
382FTMRCR (Preset Tril-n)

382STMRCR (SelecTrirn)
382SPMRCK (SelecTrirn P.S.)
21:2r3
21:20
21:20
14:26
14:26
14.26
.57
.57
.57
1.77
1.77
1.77
16.6
16.6
16.6
32.1
32.1
32.1
3.8 L i t r e
(170 HP)
4 BBk
384FTMRCR ( P r e s e t Trim)
334STMRCli (SelecTrirn)
384SPWRCK (SelecTrim, P.S.)
21:20
21:20
21:20
14:26
14:26
14:26
.57
.57
.57
1.77
1.77
1.77
16.6
16.6
16.6
32.1
32.1
32.1
5.0 L i t r e
(305 CID)
2 BBL
502FTI-lRCR (Preset Trim)

502STHRCR (SelecTriin)
502SPHRCR (SelecTrirn, P.S.)
21:17
21:17
21:17
14:26
14:26
14:25
.67
.67
.6 7
1.50
1S O
1.50
16.6
16.6
16.6
32.1
32.1
32.1
1984 Continued o n Next Page
ENGINE MODEL
MODEL
IDENTIFICATION
GEAR RATIOS
UPPER LOWER
TOTAL
OVERALL
GEAR OIL
CAPACITY
OUNCES OUNCES
UPPER
LOWER
1984 Continued
5.0 L i t r e
(307 CID)
4BBL
504FTl-iRCR (Preset Trim)

504STHRCR (SelecTrim)
504SPHRCR (SelecTril-n P.S.)
21.17
21:17
21:17
14:26
14:26
14:26
.67
.67
.67
1.50
1.50
1.50
16.6
16.6
16.6
32.1
32.1
32.1
5.7 L i t r e
(350 CID)
574FTHRCR (Preset Trim)

574STHRCK (SelecTriln)
574SPHRCR (SelecTrim, P.S.)
21:16
21:16
21:16
14:26
14:26
14:26
.7 1
.7 1
1.41
1.4 1
1.4 1
16.6
16.6
16.6
32.1
32.1
32.1
2.5 L i t r e
(120 HP)
252FTHRCO (Preset Tri.n)

25LSTHRCO (SeIecTrii n)
21:18
21:18
13:26
13:26
.58
.58
1.7 1
1.7 1
16.6
16.6
26.7
26.7
3.0 Litre
(140 H P )
302FTHKCO (Preset Trim)

302STHRCO (SelecTrirn)
3OLSPHRCO (SelecTrirn, P.S.)
21:18
21:18
21:18
13:26
13:26
13:25
.58
.58
.58
1.71
1.7 1
1.7 1
16.6
16.6
16.6
26.7
26.7
26.7
3.8 Litre
(170 H P )
2 BUL
382FTMRCO (Preset Trirn)

382STMRCO (SelecTrim)
382SPVRCO (SelecTrirn P.S.)
21:20
21:20
21:20
14:26
14:26
14.26
.57
.57
.57
1.77
1.77
1.77
16.6
16.6
16.6
32.1
32.1
32.1
7.8 I,itr?
(170 HP)
4 BBL
384FTMRCO (Preset Trim)

384ST VRCO (SelecTrirn)
384SPMRCO (SelecTriin, P.S.)
21:20
21:20
21:20
14:26
14:26
14:26
.57
.57
.57
1.77
1.77
1.77
16.6
16.6
16.6
32.1
32.1
32.1
5.0 Litre
(305 CII1))
2 BDL
502FTHRCO ( P r e s e t Trim)
502STHRCO (SelecTrirn)
502SPHRCO (SelecTrirn, P.S.)
21:17
21:17
21:17
14:26
14:26
14:26
.67
.67
.67
1.50
1.50
1.50
16.6
16.6
16.6
32.1
32.1
32.1
1985 Continued on Yext Page
.7 1
A-68
APPENDIX
?
YY
a*-?
aaa
m m v
NNN
... ...
m m m
NNN
aaw
?
2Y
*a*
hhh
dGG
NNN
ooc
hhhh
4 4 4 4
m m m m
NNNN
4 4 4 4
.... ....
NNNN
m m m m
d G d G
NNNN
ENGINE MODEL
MODEL

GEAR RATIOS
UPPER LOWER
TOTAL
IDENTIFICATION
GEAR OIL
CAPACITY
OUNCES OUNCES
OVERALL UPPER
LOWER
1986 Continued
5.0 L i t r e
(305 CID)
2BBL
502FTHRCO ( P r e s e t Trim)
502STHRCO (SelecTrim)
502SPHRCO (SelecTrim, P.S.)
502FTHRCI) ( P r e s e t T r i m )
5.0 L i t r e
(307 CID)
4BBL
504FTHRCO ( P r e s e t T r i m )
504FTHRCD ( P r e s e t Trim)
5.7 L i t r e
(350 CID)
574FTHRCO ( P r e s e t T r i m )
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.
FIRST STATION CABLE
.II~~I~~~-~I~~=-II;IIIIIIIIIIIII
~IDII~IIII-I~~II-IIIIII-III-IIII
1
BLUEIWHITE 1 6 G A
GREENIWHITE 16 GA
-&A
~ I ~ ! I I I
;:EW
l HT
lE
rl
lr G R E E N N H I T E
L T BLUE
BLACK
YELLOWIRED
ORANGE
REDIPURPLE
ORANGE 10 GA
-I
PURPLE
GRAY
PURPLE 16 G
GRAY 16 GA
-REDIPURPLE
10 GA
ENGINE CABLE
OR EXTENSION
CABLE PLUG
BLUEANHITE
I
I
I
I
GREENIWHITE
TAN
LIGHT BLUE
BLACK
YELLOWIRED
ORANGE
REDIPURPLE
PURPLE
GRAY
SECOND STATION CABLE
IDENTIFICATION TAG FOR

SECOND STATION
CABLE PLUG
>
4
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
LIGHT
SWITCH
PURPL t
-TAN
16GA
PURPLE
BLACKrORANGE 1 6 G A
VOLTMETER
T
O
-
I
' L ' TERMINAL
ON ANOTHER
GAUGE
PURPL
14 G A
TRIM
SWITCH
P I N K 16 G A
I
TIE
POINT
YELLOW RED
16 G A
PURPLE T O K E Y
BLACK
FROM
BLUE
T O REMOTE
CONTROL
TILT
SWITCH
II
II
II
ORANGE
!i
I
NOTE WHEN INSTALLING

VOLTMETER O N L Y SECURELY
FASTEN ORANGE Q G A A N D RED
PURPLE Q G A W I R E S T O G E T H E R
R E D PURPLE
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
ALTERNATOR
16 G A .
BLUE / ORANGE
I6 4 A .
/ BLACK
GREEN /ORANGE
I 6 6A.
TILT
TRIM
MOTOR
=qcJzrAI
'
I
SOLENOIDS
.ACK
BLACK IlCGA
--
BLACK \6GA
VOLTAGE
REGULATOR
TEMPERATURE
u
12V BATTERY
P
4
h)
WIRE IDENTIFICATION
Wire identification for the 185/225 hp pre-set trim Model "Drf(with ballast resistor).
A-73
A-74
APPENDIX
Wire identification for the 185/225 h p SelecTrim Models " H " & "J" (with resistor wire).
WIRE IDENTIFICATION
A-75
Wire identification for the 185/225 h p pre-set trim Models "H" & "J" (with resistor wire).
A-76
APPENDIX
Wire identification for the 185, 200, 230, and 260 hp Selectrim models.
WIRE IDENTIFICATION
Wire identification for the 185, 200, 230, and 260 hp pre-set trim models.
A-77
A-78
APPENDIX
Wire identification for the 120 and 140 h p pre-set trim models.
KNIFE DISCONNECT,
/P
11
STARTER M O T O R
I Z V BATTERV
RLTERNRTOR
GREEN/ WHITE
IOGR
B L U E I W H I T E IDGO-
L T G R E E N 16GA
PURPLE
PURPLE
IbGR
START flS5lST
STARTER M O T O R
I2 V BATTERY
IbGR
WIRE IDENTIFICATION
A-8 1
Wire identification for the 120/140 hp pre-set trim Models "H" & " H I " (with resistor wire).
ALTERNATOR
T I L T MOTOR
CONNECTOR
OIL PRESSURE SENDER
ORANGE 1 0 GA.I
LGREENIWHITE
10 GA.
FORWARD
I
~ ' .
B
L U E N V H I T E
10 GA.
--BLUE 16 GA
GA.
16 GA
- RED 10 GA.
/
BLACK CONNECTOR
,
RED 10 GA
WHITE 16 GA.
BLACK 10 GA.
RED 4 GA.
STARTER MOTOR
ALTERNATOR
DISTRIBUTOR
PURPLE 16 GA.
BALLAST
RESISTOR
CHOKE
WATER TEMP.
BLACK
STARTER
-SOLENOID
BLK 16 GA.
rn
BLACK 4 G A .
m
BATTERY
PUMP & MOTOR

ASSEMBLY
WIRE lDENTlFlCATlON
Wire identification for the 240 h p SelecTrim Models " H H and "J" (with resistor wire).
A-85
WIRE IDENTIFICATION
A-87
Wire identification for the 240 hp pre-set trim Models "H" and "J" (with resistor wire).
VOLTAGE
REGULATOR
-BLACK
'
[I"
BATTERY
\ - B L A C K CONNECTOR
TRIM SENDER
WIRE IDENTIFICATION
Wire identification for the 250 h p SelecTrim model.
A-89
PURPLEIRED 20 GA.
RFISTANCE WIRE
TILT MOTOR
ORANGE 10 G A . 7
2 11
ALTERNATOR
--
VOLTAGE
REGULATOR
BLACK 4 GA.
/REDPURPLE 10 GA.
A FUSE
YELLOWIRED 12 GA.
&
12 V BATTERY
STARTER MOTOR
LYELLOW
16 GA.
7
BLACKIORANGE 16 GA.
BLUE
TR lM
MOTOR
VOLTAGE
REGULATOR
YELLOW IGGA.J
TRIM SENDER
BLACK
CONNECTOR
-BLACK
~OGA.
1 /
A BOA FUSE
RED
YI
PURPLEIBLACK 12 GA.
YELLOWIRED 12 GA+
RED 4 GA.
12 V. BATTERY
6 GA.
ORANGE 10 GA.
TAN 16 GA.
PURPLE 16 G A
SPLICET I L T SOLENOIDS
BLUE
BLUE
GREE
YELL
BLAC
REDPURPLE 1
REGULATOR
I
TEMPERATURE
REDPURPLE 10 GA.50 A FUSE-
BLACK 4 GA.
12 V. BATTERY
WIRE IDENTIFICATION
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-93
A-94
APPENDIX
TILT SOLENOIDS
AMMETER
FUSE
4pply a thln film of I ~ g hm

t a c h ~ n e011
3r OMC Extreme Pressure
c-.i'
BATTERY
32199
of lubricant will make

This thin
the assembly of the connector
eas~erand help prevent corrosion
F~nctiolrsalcliagrcrn of the tilt system, 185, ZOO, 230,

a& 260 hp h8"oc?@ls.
BATTERY->unctional
dioomm of the tilt system,

120 an6 140 hp Vodels.
TILT CIRCUIT
T I L T SWITCH
Functional diagram of the tilt circuit, 3.8, 4.3, 5.0, and 5.7 Litre models.
ASSIST
6 AMP
FUSE
IT
PURPLE
T I L T SWITCH
Fmctioncrl c3iaprar of tke tilt circuit, 2.5 snd 3.0 Litre ha@c"els.
A-95
A-96
APPENDIX
SOLENOID
CONNECTOR
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
SOLENOID
-. -
ASSIST
AMMETER
CONNECTOR
ORANGE
BATTERY
50 AMP
FUSE
STARTER
MOTOR
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
AMMETER
CONNECTOR
RANGE
STARTER
20 AMP FUSE
1 ORANGE
T l L T SOLENOID
TRlM SOLENOIDS
TRlM MOTOR
SENDING
UNlT
\Y \
.a
Functional diagram of the trim circuit, 3.8, 4.3, 5.0, and 5.7 Litre models.
A-97

Omc 64-86

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Piston Ring and Rod Service

GMC V 8 ENGINES (Continued)

Oil Pump & Forward Gear

I1 INTER MEDIATE HOUSING

120 & 140 hp P r e s e t Trim

1-2 CLEANING, WAXING, AND POLISHING

Any b o a t should b e washed w i t h c l e a r

1-3 CONTROLLING CORROSION

A zinc plate attached t o the bottom side o f the

The propeller wosher is installed on the hcb prior t o

Zinc plate attached t o the boat transom A ground

When installing zinc plates, t h e r e a r e

Diameter and pitch are the two basic dimensions o f

Diameter and Pitch

There is- no standard propeller t h a t will

A C A V I TAT ION BURN

Cavitation air bubbles formed at the propeller.

Example o f a damaged propeller. This unit should

condition. If any of t h e blades become bent

A cracked hub, caused ~ ~ h the

How much i m p a c t t h e propeller is a b l e

Illustration depicting the rake o f a propeller, as

Propeller with a "cupped v leading edge. "Cupping"

The cup has t h e e f f e c t of adding t o t h e

CON STANT P lTC H

Rubber hub removed from a propeller. This hub was

Propeller ExhaustT o improve e n g i n e and b o a t p e r f o r m a n c e , s o m e OMC propellers f e a t u r e a h u b

Taking on fuel in preparotion for a day of fun on the

A neglected boat and stern drive. Such corrosion

1-5 FUEL SYSTEM

A three-position valve permits fuel to be drawn

At least one gallon o f emergency fuel should be kept

especially well s e c u r e d a n d p r o t e c t e d bec a u s e shock loads in t h i s a r e a c a n b e as high

Engine Compartment Ventilation

At least two ventilation ducts fitted

ventilation system d o not m e e t Coast Guard

A fuel tank properly grounded to prevent static

system. By keeping t h e t a n k full, t h e a i r

Fiberglass f u e l t a n k s pose problems of

tions relating t o t h e m a t e r i a l s , construction,

U.S. Coast Guard plate affixed t o all new boats.

Life Preservers -Personal Flotation Devices

Type lV P F D ring buoy designed to be thrown. On

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 designations. All P F D s MUST b e U.S. C o a s t Guard

A Type N P F D cushion device intended to be thrown

f a c e down position t o a v e r t i c a l o r slightly

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

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

1-9 EMERGENCY EQUIPMENT

Visual Distress Signals

A sounding device should be mounted close to the

ily accessible. If t h e y a r e m a r k e d with a

Moisture protected flares should be carried on board

c a n n o longer b e c o u n t e d t o w a r d t h e mini m u m requirements.

An adequately stocked first-aid kit should be on

None- pyro t e c h n i c visual d i s t r e s s signaling 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

Types and Quantities

First Aid Kits

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

B-I contains 1-114 gallons foam, or 4 pounds

A suitable fire extinguisher should be mounted close

o r just poor visibilty. Under t h e s e conditions, 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 ing t o his desired c o u r s e e x c e p t with t h e