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Welcome to the May 2002 issue of outboard news, an electronic newsletter for the outboard enthusiast.
INDUSTRY NEWS It is becoming increasingly difficult to tell one motor from another without a scorecard. Rumors are flying that Mercury will be marketing a 225 HP 4 stroke outboard that will be made in Japan by Yamaha. Whether this indicates a problem by Mercury in developing their own big 4 stroke engine, or if it is just an interim measure while Mercury puts the finishing touches on their own motor is hard to say, but the agreement actually calls for Mercury to buy as many as 4000 full Yamaha Engines. Mercury and Yamaha have worked together on various projects in the past, with several joint venture agreements dating back to 1972, under which one would provide a specific component to the other. In some cases, Mercury would get engine blocks only and then build up the powerheads; in other cases, Mercury would provide the powerheads or cylinder heads with Mercury-built parts and send them back to Yamaha. When Bombardier took over OMC, they agreed to continue OMC's supply agreement with Suzuki. Many of the small Johnson 4-stroke engines will be made by Suzuki. SERVICE DEPARTMENT This month we will discuss lower units and lower unit lubricant, mainly as it applies to the older motors. In the old days, many motors used grease in the lower unit. My preferred replacement for this is a Lubriplate 105 lube. It is thinner than the old grease, but thicker than the modern lube, and will not wash right out if your seals are a little leaky. Most motors built after about 1950 will use a modern 90 weight outboard gear lube. One of the most common questions we receive is: "can I use a 90 weight automotive gear lube in my outboard motor?" The answer is NO. The main difference between them is how they react to the presence of water. Most lower units on older outboards leak a little bit, and some water in the gear lube is almost inevitable. With an automotive gear lube, if water is added to it, it will mix together and destroy the lubricating properties of the gear lube. Outboard gear lube is specially formulated to not mix with water. This is why when you pull out the bottom drain screw on your lower unit, you sometimes see clear water run out before the gear lube comes out. This is a sure sign of a leak. If the gear lube is just discolored, don't jump to conclusions and assume you have a problem with your seals. The best way to tell for sure if you have a leak is to pressure test your unit. First it is necessary to remove the lower unit from your motor. Undo all the retaining bolts and disconnect your shift linkage. The lower unit will then slide out. Drain out all the lube. You can then take your unit to your local outboard shop, and for a nominal fee they will pressurize the unit for you, and spray soapy water around all the seals. If there is a leak, you will see bubbles appear, much the same as testing a tire for leaks. Don't forget to rotate the shafts and try to wobble them back and forth to try to get them to leak. For the do-it-yourselfer, you may want to consider buying a lower unit pressureizer. They are inexpensive and very useful. For more information on them, see the helpful products page on our website. Next month we will discuss how to replace the leaky seals. HISTORICAL The following is from a Mercury service bulletin dated May 25, 1950. Subject: 1. Adjustment of KF-7 and KG-7 Multiple Disc Clutch 2. Adjustment of KF-3 and KF-5 Multiple Disc Clutch Subject 1. The proper torque pressure on the clutch plates of the KF-7 and KG-7 models is set at the factory at 22-28 foot pounds. If the pressure required to slip clutch is greater than 28 ft pounds, it will be necessary to remove the prop nut and add additional steel shims located on prop shaft spline shoulder. The reverse procedure is necessary if the torque pressures are less than 22 ft pounds, that is, removing several steel shims. Lock prop nut in position with locking tab washer when adjustment is correct. Replace all graphite grease lost due to disassembly of clutch. Note: The clutch on KF-7 engines with serial numbers beginning with 368274 have 14 thin fiber discs and 13 thin steel plates. Engines below this serial number had 8 fiber and 7 steel plates which were of greater thickness. Subject 2: The proper torque pressure on the clutch plates of the KF-3 and KF-5 models is set at the factory at 100-125 inch pounds when disks are wet. This simulates actual operating conditions. If torque pressure is below 100 inch pounds add one or more .010 shims(part #M-50-230) directly above the locking tab washer. If necessary to reduce the pressure, remove steel shim or slightly loosen prop nut if all shims have been removed. Caution: Lock prop nut in position with locking tab washer when adjustment is correct. Do not use graphite lubricant on clutch plates. (KF-5 orKF-3). This month's motor is Clinton model starting serial number HP 1955 29 2.5 29-R 2.5 49-R 4 59-R 5.5 61-RR 5.5 1956 30 2.5 30-R 2.5 50-R 4 60-R 5.5 62-RR 5.5 1957 J7 31000 5 1958 J7 5 1959 J9 15000 5 1960 J9 80000 5 1961 J9 80000 5 1962 J9 95000 5 1963 J9 10700 5 1964 J9 Clinton 0001 5 J9 Chief 0001 5 J9 Apache 0001 5 1965 J9 Clinton 5 J9 Chief 5 J9 Apache 5 J5 Clinton III 3 J5 Sprite 3 J5 Apache 5 1966 Peerless III 089665 3 Peerless V 089665 5 Chief J9 00281 5 Sprite 55330 3 1967 Peerless V 089665 5 Chief J9 00281 5 1968 J9-1000 Clinton 157122 5 J9-1105 Chief 157122 5 J9-1150 Peerless 157122 5 1969 AJ9 Clinton 200061 5 BJ9 Clinton 230000 3.5 AJ9 Chief 210000 5 BJ9 Chief 240000 3.5 AJ9 Peerless 220000 5 BJ9 Peerless 250000 5 1970 J-200 2 J-350 3.5 J-500 5 J-700 7 We will continue with Clinton next month. Source: Laing's Outboards |
Laing's Outboard Newsletter June/July 2002 
