REFERENCE LIBRARY

This page consists of information to assist in identifying and servicing your motor, as well as historical items of interest.

Send in your suggestions

Welcome to the January 2002 issue of Outboard News, an electronic newsletter for the outboard enthusiast.

Industry News

The most important thing this time of year for the marine industry is the winter boat shows. Manufacturers and dealers alike are hoping for a good show season to help bring the industry out of its current slump. We would like to encourage everyone to attend their local show to see what's new and exciting for this year.

The full line of new Johnsons and Evinrudes should be at the winter shows. To help recapture lost market share, Bombardier will offer aggressive promotions and rebate plans for winter purchases. One new marketing plan for Johnson and Evinrude will be to separate the lines, and make a major distinction between the two. Johnson will be geared to the traditional, angler market; offering the standard carbureted 2-strokes and a new line of 4-strokes. The Evinrude line will consist of 2-strokes with the Ficht Ram injection system.

Another name disappears. Mariner outboards will no longer be sold in this country. Blame US EPA regulations.

Service Department

This month we will discuss the second most important procedure for assessing the condition of an outboard, and for diagnosing problems. Last month we talked about compression and the compression tester. This month the subject is spark to the spark plugs and the spark tester.

Every outboard, especially older ones, needs a good, strong, hot spark in order to start easily and to run properly.

To test for spark, some people ground the spark plug electrode to the engine block, and then spin the flywheel.

THIS IS NOT GOOD ENOUGH. To do a proper test, you need a special spark tester. It is a device that you clamp to a good engine ground, and plug the wires that come out of it into the spark plug boots. When you spin the flywheel, the spark from each wire will jump an adjustable gap on the tester, and this will tell you if the spark is adequate. If you obtain a good spark on all cylinders, you can probably eliminate the ignition system as a source of problems. If you have no spark or an intermittent spark, you will need to troubleshoot the ignition system. There are two basic types of ignition systems. One is the old fashioned points and condensers, the other is electronic ignition. Next month we will begin to go inside the old fashioned ignition system.

To see a picture of the spark tester, and to find out where to get one, go to the helpful products page of my website. There is a link at the end of the newsletter.

Upcoming service topics:

Troubleshooting the ignition system.

How to reseal the lower unit.

Send in your suggestions

Questions and Answers

There were no questions sent in this month. You may send in any outboard related question, and I will attempt to answer it in an upcoming newsletter.

Historical info

Fact: In February 1941, the government issued an order called M-1-a, which required special permission for the use and casting of aluminum. Since the outboard was strictly for portable application, heavy metals could not be substituted for aluminum. This meant possible bankruptcy for Mercury. It was at this time that the government expressed a need for a light-weight gasoline motor of approximately 4 HP, suitable for powering a portable chain saw. In May 1942, Kiekhaefer received a contract for 3,300 saw engines, which turned out to be the rescue from ruin that the company needed.

In future issues, I will include information from old factory service bulletins and manuals. Some of you may find this one interesting; it is a bulletin from 1950 from Mercury concerning KG9 engine timing and synchronizing. If you would like more of this type of information, let me know. I have a lot of it.

This month's motor is Buccaneer-Gale.

Gale was a division of OMC, the parent company of Johnson and Evinrude. As a result, the Gale motors are very similar to Johnson and Evinrude. In some cases almost identical. Gale motors were called "Buccaneer".

model # starting serial# HP

1950

1B10 330644 1.5

1B9 330744 3

2B7 331944 5

2B8 335212 12

1951

3S10B 359147 3

3D10B 359147 3

5S10B 362047 5

5D10B 362097 5

12S10B 365588 12

12D10B 370588 12

1952

3D10B 359147 3

5D10B 362097 5

12S10B 365588 12

12D10B 370588 12

1953

3D11B 478335 3

5S10B 362047 5

5D10B 362097 5

12S10B 365588 12

12D10B 370588 12

1954

3D11B 478335 3

5S10B 362047 5

5D10B 362097 5

12D11B 510284 12

1955

3D11B 478335 3

5S11B 566202 5

12D11B 510284 12

1956

3D13B 590881 3

5S12D 594196 5

5D12B 583412 5

5D13B 616780 5

12S12B 600289 12

12D13B 570692 12

12D14B 637321 12

12DE13B 604988 12

12DE14B 595186 12

22D11B 622204 25

22DE11B 587456 25

22DE13B 622617 25

1957

3D14B 646994 3

5S13B 647036 5

5D14B 642835 5

12S13B 647066 12

12D15B 646997 12

12D15BL 12

12DE15B 655020 12

12DE15BL 12

22D14B 647075 25

22DE14B 647090 25

22DE14BL 25

1958

3D15B 709217 3

5S14B 715224 5

5D15B 690702 5

12S13B 697575 12

12D17B 708987 12

22D15B 715974 25

22DE15B 715874 25

35DE10B 726798 35

1959

3D15B 3

5D16B 5

12D18B 12

22D16B 25

22DE16B 25

35D11B 35

35D12B 35

35DE11B 35

35DE12B 35

1960

3D16B 772311 3

5D17B 775436 5

15D10B 772861 15

22D17B 771886 25

22DE17B 772136 25

35D13B 786886 35

35DE13B 789336 35

35DG13B 35

60D10B 798466 60

60DE10B 795386 60

60DG10B 60

1961

3D17B 3

5D18B 5

15D11B 15

25D18B 25

25DE18B 25

40D14B 40

40DG14B 40

40DE14B 40

60D11B 60

60DE11B 60

60DG11B 60

1962

3D18B 3

5D20B 5

15D13B 15

25D19B 25

25DE19B 25

40D15B 40

40DG15B 40

40DE15B 40

60D11B 60

60DE11B 60

60DG11B 60

1963

Buccaneer 3 3

Buccaneer 5 5

Buccaneer15 15

Buccaneer25 25

Buccaneer40 40

Sovereign40 40

Sovereign60 60

1963 was the last year of production by GALE.

Next Month: Champion

Welcome to the February 2002 issue of Outboard News, an electronic newsletter for the outboard enthusiast.

UPCOMING EVENTS

There will be an old outboard motor swap meet on February 9, 2002. It will be held at our shop located at 5 Ward Rd, N. Tonawanda NY 14120 starting at 9 AM. It is being sponsored by the local chapter of the Antique Outboard Motor Club. There will be old motors and parts for sale and trade. Bring whatever you have to swap or sell. There will be a large indoor test tank available to run motors.

INDUSTRY NEWS

There is not much news this time of year. Local boat shows are continuing, and sales are reported to be very strong. Johnson and Evinrude are showing a strong resurgence with aggressive sales and marketing. The takeover by Bombardier should prove to be a positive move for the industry in general.

SERVICE DEPARTMENT

Last month we discussed how to check for spark to the spark plugs. This month we will learn how to pull the flywheel to correct any problems in the ignition system.

Pulling the flywheel is sometimes the most difficult part of the repair job. First step is getting to the flywheel. Remove the shrouds, recoil, or gas tank from the top of the motor, if it has any. You must then hold the flywheel while removing the flywheel nut with the proper size socket on the end of a breaker bar. The easiest way to hold the flywheel is with a strap wrench. You can see a picture of one on the helpful products of our website. Next step is to pull the flywheel. There are several types of pullers available. The type we use most often on small motors is the simple type of gear puller with two arms that grab the edges of the flywheel from above, with a long screw that you tighten on the crankshaft. There are some motors that this will not work on, or if the flywheel is stuck, too much pressure applied to the screw can damage the flywheel. In these cases, use the type of puller similar to a steering wheel puller with three screws that you screw into threaded holes in the top of the flywheel. With either puller, after tightening the center screw against the crankshaft, rap on the top of the screw with a hammer, and the flywheel should come right off. It is often a good idea to leave the flywheel nut loosely on the crankshaft, just below the top of the crankshaft. On some motors, like the small Scott-Atwaters, you can damage the threads by tightening the puller screw. You may run into some outboards that this procedure will not work on, for some reason or another. In this case call or email for further directions.

The arm type puller can be purchased from any auto parts store, or at Sears. The screw type puller can be purchased from the same sources, or the outboard manufactures make a very nice one. We sell the Mercury puller. You may order this puller or the strap wrench from our website.

Next month we will discuss what to with the ignition system once you get the flywheel off.

HISTORICAL INFO

This month's motor is Champion.

Year model HP

1935 A Std Single 3.2

1936 1B Std Single 3.2

1936 2B Lite Twin 4.4

1936 3B Senior Twin 7.6

1937 S1C Std Single 2.9

1937 D1C Deluxe Single 3.2

1937 S2C Std Lite Twin 3.4

1937 D2C Deluxe Lite Twin 4.4

1937 D3C Deluxe Senior Twin 6.6

1937 R1C Red Flash Single 3.2

1938 S1D Std Single 2.9

1938 D1D Deluxe Single 3.2

1938 S2D Std Lite Twin 3.4

1938 D2D Deluxe Lite Twin 4.4

1938 D3D Deluxe Senior Twin 6.6

1939 S1E Std Single 2.9

1939 D1E Deluxe Single 3.2

1939 D2D Deluxe Lite Twin 4.4

1939 D3D Deluxe Senior Twin 6.6

1940 S1F Kingfisher Single 3.2

1940 D1F Challenger Single 3.2

1940 S2F Fish Hawk Lite Twin 3.4

1940 D2F Play Boy Lite Twin 5.5

1940 B1F Blue Streak Single 3.2

1941 S1G Kingfisher Single 3.0

1941 D1G Challenger Single 3.0

1941 S4G400 Std Single 3.6

1941 D4G400 Deluxe Single 3.6

1941 2G Viking Twin 5.3

1941 3G Electra Twin 6.1

1941 M1G Ensign Single 3.0

1941 M4G Commodore Single 3.6

1941 M2G Admiral Twin 5.3

1942 1H Super Single 3.9

1942 2H Viking Twin 5.8

1946 1J Standard Single 4.2

1946 2J Deluxe Single 4.2

1947 1J Standard Single 4.2

1947 2J Deluxe Single 4.2

1948 1K Standard Single 4.2

1948 2K Deluxe Single 4.2

1948 4K Twin 7.9

1949 1K 4.2

1949 2K 4.2

1949 4K 7.9

1949 4KS Special Racer 7.9

1950 1L 4.2

1950 2K 4.2

1950 2L-HD 4.2

1950 4K 7.9

1950 4L-HD 7.9

1950 4LS Special Racer 7.9

1951 1L 4.2

1951 2K 4.2

1951 2l-HD 4.2

1951 4K 7.9

1951 4L 8.5

1951 4L-HD 8.5

1951 4L-S Hot Rod Special 8.5

1952 1L 4.2

1952 2K 4.2

1952 2L-HD 4.2

1952 4L 8.5

1952 4L-HD 8.5

1952 4L-S 1X Hot Rod Special 8.5

1953 2M 3.5

1953 3M-GS Shift 5.0

1953 4M-GS Shift 7.5

1953 4M-HD 7.5

1953 6M-GS Shift 15

1953 6M-HD 15

1953 4M-HR ClassJU Hot Rod 7.5

1953 5M-HR Class AU Hot Rod not rated

1953 6M-HR Class BU Hot Rod 15

1954 2MM 3.5

1954 3M-GS Shift 5.0

1954 4M-GS Shift 7.5

1954 4M-HD 7.5

1954 6M-GS Shift 14

1954 6M-HD 15

1954 4M-HR Class JU Hot Rod not rated

1954 4M-HR Midget not rated

1954 5M-HR Class AU Hot Rod not rated

1954 6M-HR Class BU Hot Rod not rated

1955 3MM-GS Shift 5.5

1955 4MM-GS Shift 7.5

1955 6MM-GS Shift 16.5

1955 6MS-GS Shift 16.5

1955 4MM-HR Class AU Hot Rod not rated

1955 6MM-HR Class BU Hot Rod not rated

1956 2N 4.2

1956 3N-S 6

1956 4N-D 7.8

1956 6N-D 16.5

1956 6N-MS 16.5

1956 6N-HR Class BU Hot Rod not rated

1957-8 2N 4.2

1957-8 3N-S 6

1957-8 4N-D 7.8

1957-8 6N-D 16.5

1957-8 6N-MS 16.5

1957-8 T6N-MS Tandem 33 consisted of twin 16.5's

1957-8 6N-HR Class BU Hot Rod not rated.

Next Month Chris Craft

Welcome to the March 2002 issue of Outboard News, an electronic newsletter for the outboard enthusiast.

INDUSTRY NEWS

The evolution of the outboard motor continues. Four stroke outboard motors are gaining in popularity, as manufacturers continue to improve the technology and overcome many of the advantages two strokes have always had, such as light weight and high horsepower.

Honda and Yamaha have been making four strokes for years, but 2002 marks the introduction of the big V-6. Honda is selling both a 200 and a 225 HP engine, both based on a 212 cubic inch V-6 60 degree block. Yamaha's big motors are also 200 and 225 HP, based on a 3.3 liter 60 degree V-6 block, with double overhead cams, 24 valves and tuned intake tubes. The weight is a modest 580 lbs, comparable to a similar 2 stroke outboard.

Mercury, long known for its 2 stroke engines, is the world's largest 4 stroke manufacturer, offering 55 different engines from 4 HP to 115 HP.

Suzuki has come out with the DF140, a 4 stroke 4 cylinder engine weighing only 410 pounds. It has dual overhead cams and four valves per cylinder, with a two stage cam drive and offset driveshaft that make for a smaller overall engine.

Ironically, though, it is still the conventional 2 stroke that dominates industry wide sales. The market share breaks down as follows: 70 percent for conventional 2 strokes, 20 percent for 4 strokes and 10 percent for direct-injection 2 strokes.

QUESTIONS AND ANSWERS

A reader asked a question regarding last issue's discussion on pulling flywheels. He asks: Have you ever looked at the top of the flywheel on a Johnson TD-20? I do not want to disengage all those little springs in the rewind mechanism attached to the flywheel to get to the three screws.

Well, on most motors that have the springs and pawls on the flywheel, you don't have to take the mechanism apart to pull the flywheel. Those clever engineers used a special flywheel nut that has a shoulder on it that pushes against the bottom of the pulley when you loosen the nut. This acts as its own flywheel puller and actually makes it easy to remove the flywheel.

Keep those questions coming.

Service Department

Last month we talked about pulling the flywheel. this month we will talk about servicing what you find under the flywheel.

Most small older outboards have one set of coil, points and condenser under the flywheel for each cylinder. All of these components must be in good condition in order to get a strong spark to the spark plug. Unfortunately, it is difficult for the amateur to test the coil and condenser. There are special testers for testing these items, and the tester is becoming more difficult to locate. Years ago, you could carry your coils and condensers into any marina and ask them to test them for you, and they would gladly do so. But that is not generally the case anymore. We will test any coils or condensers at no charge, either if you bring them in or mail them to us.

This being the case, it is best to just replace the points and condensers if they are available. They can usually be found for most outboards built after WWII. If your motor is older than this, or you cannot locate the parts, you can usually get by with taking the points out and polishing the contacts with superfine emerycloth, cleaning them well and reinstalling them. There is no way to tell if a condenser is any good by looking at it, and a weak condenser will prevent you from getting a good spark. In most cases, it is enough to locate a new condenser that is similar in design, as long as you can make it fit. It is sometimes obvious if your coils are bad. If the outer casing is cracked, as is common on older Johnsons and Evinrudes and some others, replace them. If the coils look OK, test for spark as discussed in an earlier issue, and if you get a nice strong spark on your spark tester, the coils are probably OK.

One consideration is what your plans are for the motor. If you are intending to get the motor running and put it on a boat and use it, I would recommend installing new coils if you can get them, regardless of what the old ones look like. From our experience in the shop, good used coils may put out a spark of around 5-10 KV, which is enough to run the motor, but new coils will put out a spark in excess of 20 KV, which will make a big difference in how the motor starts and runs.

Next step is to set the point gap. Most outboards call for a gap of .020". Turn the crankshaft until the points are at their maximum opening, and set them. Then turn the crankshaft 180 degrees and set the other. On some outboards, especially the 10 HP Johnson and Evinrude, it is easier to set the points with the flywheel on, utilizing the hole in the top of the flywheel.

Hopefully, everyone now has a good spark to the spark plug, which is the most important element of getting an old outboard to run. If you have a newer outboard without points and condensers, call for servicing information. If you have specific questions, email me. Next month we will move to the carburetor.

NEW PARTS

We have aquired a limited supply of Tillitson carb parts for the West Bend outboards. These parts include carb gaskets kits and needle and seat assemblies.

HISTORICAL INFO

Following is an excerpt from a Mercury service bulletin dated August 12, 1950.

SUBJECT: Throttle Position KG-7

High speed operating position of the spark lever is extremely important on the KG-7 Hurricane. This adjustment will vary considerably, depending on the type and weight of the boat being used. Those owners using Quicksilver lower units on comparatively light hulls will affectively operate the engine with the spark throttle at the extreme advance position.

When heavier type boats with engines employing standard lower units are used, the extreme advance position of the spark will cause preignition. This will noticeably affect the performance of the engine causing it to slow down.

Advise all owners to follow these instructions for correct operating position of spark lever.

1. Start motor and allow to warm up for several minutes at slow speed.

2. Slowly advance spark lever to extreme fast position.

3. From this position slowly return the lever toward "slow" until the engine begins to lose speed.

4. Next advance the lever toward the fast position approximately 1/4 to 1/2 inch. This will be the correct full speed operating position. Mark this position on the protector rim for future operating reference.

IMPORTANT

Never use more spark advance than just what is needed to maintain maximum R.P.M.

This month's motor is Chris-Craft.

Chris-Craft outboards had a short but interesting history. I will not get into that here, but production of this popular motor came to an abrupt end in 1954, some say because they bore too close a resemblance to Mercurys in certain ways.

Model Name HP

1949

J Challenger 5.5

1950

J Challenger 5.5

K Commander 10

1951

J Challenger 5.5

K Commander 10

1952

J Challenger 5.5

K Commander 10

1953

J Challenger 5.5

K Commander 10

Next month Chrysler

Welcome to the April 2002 issue of Outboard News, an electronic newsletter for the outboard enthusiast.

INDUSTRY NEWS

Mercury Marine recently entered into a new era of technology by opening North America's only pressurized lost foam foundry, which is located at Mercury's world headquarters in Fond due Lac, WI.

The new Mercury Castings' foundry features a proprietary pressurized technology that will serve as a benchmark, not only for the casting industry, but also for the boating industry.

Unlike earlier lost foam casting processes, 150 psi of pressure is applied to the molten aluminum after it has been poured. This new casting process allows Mercury to produce highly complex components that have intricate internal features and shapes that are not easily or efficiently created using traditional die-casting methods.

Prior to this technology, eight separate die castings were needed to produce a 60 HP block. This new process uses only one cast, which is lighter, less expensive, and also eliminates the need for several subsequent machining operations.

Something new is on the horizon. Something that has never before been seen on an outboard motor. Thanks to those terrific new anti-pollution laws, the outboard manufacturers are currently designing catalytic converters to be installed on their engines.

The two largest obstacles to overcome in adopting catalysts is keeping water from getting in contact with them, and keeping the engine cool, both of which are the subject of much testing by manufacturers and regulatory agencies.

For higher horsepower engines, a catalyst could easily ad $1000 to the price of an engine, and 10-15 pounds weight.

SERVICE DEPARTMENT

Now that spring has finally arrived, I thought this would be an appropriate time to discuss how to get your outboard ready for the season. Most outboards will fall into one of two basic categories. The first is the outboard that was used last season and then properly winterized and stored. The second is the outboard that has been sitting in the barn or garage for an untold number of years, unused and not winterized.

The first is easy. Simply uncover the engine, check that the spark plugs are in tight, top off the lower unit lube, charge the battery and fill the fuel tank with fresh fuel. The engine should start right up and be ready to use.

The second situation is more difficult. First, get as much of the old fuel out of the system as possible, and refill with fresh fuel. Next, install new spark plugs. Next drain and fill the lower unit with lube. Now, try to start it and hope for the best. If the engine starts and stays running, let it run for a while to blow out the cobwebs. Check for an adequate flow of cooling water out of the exhaust, and off you go, feeling fortunate that things turned out as well as they did.

If the engine did not start, or started but would not stay running, then it's time to get out the tool box. For help on how to proceed next, see previous and future issues of this newsletter.

NEW PARTS

Laing's Outboards has acquired a large quantity of new old stock Scott-Atwater and McCulloch parts. They include impellers, coils, points, condensers, powerhead gasket sets, piston rings, lower unit seal kits and more. Some of the parts are in large enough quantities that I am able to offer significant quantity discounts. If you like to work on Scotts, now is the time to stock up on parts. Remember; these parts are no longer being manufactured anywhere, so when they are gone, that's it. If you would like an inventory list and more info on prices and discounts, let me know.

HISTORICAL INFO

25 years ago- April 1977: A mighty Mercury Black Max 1750 pulls a record 20 water skiers around the lagoon at Sea World, Orlando. This feat broke the previous record of 17 Australian skiers, pulled by a 200 HP OMC outboard.

This month's motor is Chrysler. Chrysler is just one part of a long lineage of outboards. It starts with the Kissel Motor Car Co. back in the 1930's, which made small outboards, some of which were sold by Sears under the name Waterwitch. After WWII, Kissel was taken over by West Bend Aluminum Co., which continued to manufacture motors for Sears, calling them Elgin. In the 1950's, West Bend started to sell motors under their own name, and enjoyed much success, gaining a reputation as a manufacturer of high quality products. In 1965, West Bend was purchased by the Chrysler Corp. which continued to manufacture the engines. The Chrysler engines were always good sellers, known as good running, basic, uncomplicated engines. In the early 1980's, the Chrysler Corp was undergoing many financial problems. Part of the financial bail-out plan of Chrysler was that they sell their non-automotive assets. In 1984, the marine division was sold to US Marine of the Brunswick Corp. The engines continued as Force until the line was discontinued in 2000 due to their inability to meet upcoming anti-pollution regulations.

Chrysler made so many models of engines, I cannot begin to list the individual model numbers here. If you have specific questions about Chrysler or identifying a model, send me an email. However I will go into more detail in future issues about West Bend and some of private label engines they sold.

Next month Clinton

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.

Welcome to the June/July 2002 issue of Outboard News, an electronic newsletter for the outboard enthusiast.

INDUSTRY NEWS

Dramatic changes in the outboard world continue. The long and historic line of West Bend-Chrysler-Force will officially come to an end in 2002. Mercury Marine, who produced Force outboards and had continued to supply many West Bend and Chrysler parts, has announced the they will no longer support these motors after this year. That means that all Force dealerships will be dropped, and no more parts will be produced. Mercury will totally disassociate themselves from West Bend-Chrysler-Force.

What this means is that anyone who owns one of these motors should start to stock up on replacement parts while they are still available. The aftermarket companies will continue to carry some parts like points and condensers, fuel parts, gaskets and some impellers, but anything that is just made by Mercury will be hard to find after the current stock is gone.

When asked why Mercury will no longer support these engines, the Mercury representative said "It's too expensive."

We are now down to two American outboards: Mercury and Johnson/Evinrude. Which will be the next to go?

SERVICE DEPARTMENT

This time of year, our service department is deluged with phone calls asking for general information on outboards. I thought it may be interesting to share some of these questions.

By far, the most common question we get is: "I forgot what the oil-gas mix is for my motor. Can you tell me?"

The answer is usually 50-1. Most outboards still being used today that require a gas-oil mix run fine on 50-1. The only exceptions are your older 1950's vintage motors that still need a 25-1 mix.

Number two is: "Why won't my motor start? It ran good last time I used it 10 years ago" The answer to this question is usually slightly longer than the previous question. Are you using fresh gas? Or is the gas 10 years old too? Try draining the carb and pump fresh gas into it. Install new spark plugs, making sure you have the plug wires hooked up properly. If it still doesn't start, you better bring it in to the shop.

Number three is: "My motor has a low speed miss. How can I fix it?" The answer is usually that the carb is running too lean. Many people test run their motors at home on a garden hose or in a bucket of water, and adjust the carb for a good idle with no load on the motor, which will often result in too lean a setting when under power. Try turning the adjustment screw out about 1/4 turn.

Number four is: "My motor stalls when I slow down to shift. What can I do about it?" Well, everyone should know where their idle speed stop screw is located. As throttle linkages become sloppy from age, the idle speed needs to be reset periodically (Force motors are especially known for this). Find your idle stop and raise your idle speed slightly. This should correct the problem.

HISTORICAL

The following is from an old Mercury dealer mailing dated August 19, 1955

     MERCURY BOAT HOUSE BULLETIN: A factual report
     from the Mercury proving grounds.

Test no. 55-63

Make of boat: Penn Yan

Built by: Penn Yan Boat Co.

Boat type: Runabout (Swift)

Net hull weight 235lbs

Length 12' 3"

Beam 58"

All tests are conducted over an accurately measured

course, and certified by a graduate engineer.

Gross weight 550lbs

Engine Mark 55 prop 48-23587

Transom height Tilt Pin Hole Speed

16.5 " 2 37.65 mph

16.5 " 3 38.95 mph

17.5 " 3 41.10 mph

This bulletin is strictly for the people who are interested

in speed only, and to show how a boat is set up for

speed. An addition was built on the transom and two

metal braces were installed to reinforce same.

In setting up a boat for maximum speed, run the first test

with the engine way in close to the transom; then move it

out one tilt pin hole at a time until maximim performance

is reached.

Next start adding 1/4 " sticks (rev sticks) on top of the

transom until speed starts dropping off or the prop starts

cavitating; when this happens, lower the transom 1/4"

and the boat should be set proper for top speed.

Welcome to the August-September 2002 issue of Outboard News, an electronic newsletter for the outboard enthusiast.

INDUSTRY NEWS

There is a new participant in the outboard motor marketplace. On July 19th, Briggs and Stratton announced that after 100 years of cutting grass, they will start powering boats. Briggs and Stratton is producing a 5 HP four cycle outboard motor. It is a marinized version of one of its overhead valve lawn and garden engines. The outboard will be air-cooled, have a full gearshift and an above water exhaust. It will also meet all the upcoming anti-pollution regulations. With a weight of 56 pounds, it is comperable to the competition. One area it is not comparable in is the price. With a suggested retail price of $729, it will cost about half of what the competition costs. The outboard is now available through the Briggs and Stratton lawn and garden network and will be in mass retailers by Spring.

In our opinion, this is a major achievement for the outboard industry. For many years there has been a great need for a basic, inexpensive outboard as an alternative to the expensive sophistication of today's motors. It is interesting to note that Briggs and Stratton played a major role in the early development of the outboard industry. More on that later.

SERVICE DEPARTMENT

We previously discussed how to pressure test your lower unit for leaks. We will now begin to discuss how to reseal it.

The first step is to gain access to the seals. This means taking apart the lower unit. On newer or high horsepower motors I would suggest purchasing a service manual to assist you. On older and smaller motors, this is usually not necessary. On some motors, like many Mercurys, it is not necessary to completely tear down the unit, but on many Johnsons and Evinrudes it is. Whatever kind of motor you have, don't disassemble any more than you need to.

As an example, say you have an 18 HP Johnson from the 1960's. The first step is to remove the impeller housing, impeller and plate. You can then pull the driveshaft out of the unit. If this is where the leak is located, you can replace the driveshaft seal and you are done. If you need to keep going, turn the unit over and remove the six screws that hold the lower housing. Then remove the shift pivot screw and separate the housings. Then remove the prop shaft and gears and pull out the shift rod. Degrease the parts and look for any other damage.

The shift rod seal is a common source of leaks on these motors. You need a special tool to change it. You can make the tool by taking a 5/16 diameter steel rod about 12 inches long and turning down about one inch of it to 1/4 inch. Insert the tool into the shift rod hole from the bottom, tap out the shift rod bushing and replace the o-ring. Insert a new o-ring and carefully press the bushing back in place. Remove the driveshaft and propshaft seals from the housings. This is easily done with a seal remover. This is a hooked shaped tool with a long handle. It can be purchase through an auto parts store or our website. Press the new seals in place. Then clean the mating surfaces of the lower unit housings and the groove for the sealing strip. Install the shift rod and prop shaft assembly. Place the sealing strip in the groove holding it in place with some gasket cement. Spread a thin layer of cement on the mating surface and around the piece that holds the propshaft seal. Reassemble the housings and insert the shift pivot screw and you are done. We usually let the unit sit for 24 hours before pressure testing it or putting in lube, to allow the cement to harden.

Chrysler and West Bend motors are similar to Johnson and Evinrude, but Mercurys do not usually need to be torn down completely to reseal them. Next month we will do a Mercury.

HISTORICAL

As we mentioned earlier, Briggs and Stratton played an important role in the early days of the outboard industry. In the 1920's, Evinrude Motor Co was struggling. Its founder, Ole Evinrude had left the company earlier and had now returned to form the ELTO Motor Co. Ole Evinrude introduced many innovations to outboards, such as extensive use of cast aluminum, and the ELTO Quad, which dominated the racing circuit. Evinrude Motors could not keep up with ELTO and another newcomer, Johnson Motors.

In 1928, Stephen F Briggs of Briggs and Stratton surveyed the market and began to assemble a corporate complex. He purchased Evinrude Motors, and then purchased Lockwood motors. He finally convinced Ole and Bess Evinrude to sell, and thus formed Outboard Motors Corp. with Ole Evinrude as President. With the stock market crash of 1929, demand for outboards fell dramatically. The Lockwood line was discontinued in 1930, and Evinrude/ELTO struggled through the depression. The company returned to profitability in 1934, and in 1935 Steve Briggs and Ralph Evinrude purchased Johnson Motors to form the Outboard Motors Corp. that continued for many years.

It is difficult to guess what the outboard business would have been like had not Steve Briggs entered the picture, but it is safe to assume OMC would never have existed.

This month's motor is Commodore

Commodore motors were made for three years by West Bend. I have been unable to determine if it was a private label made for someone else, or simply a West Bend designation.

Model number HP

1962

23201 2

73201 7.5

103201 10

183201 18

1963

23501 2

73001 7.5

104001 10

183001 18

1964

2320 2

7320 7.5

10320 10

18320 18

Next month Comanco

Welcome to the October 2002 issue of Outboard News, an electronic newsletter for the outboard enthusiast.

INDUSTRY NEWS

Bombardier Motor Corp (BMC) is expanding the Evinrude and Johnson lines for 2003. In the Evinrude line of direct-fuel injected two strokes, BMC is broadening the offering with a 200 HP High Output outboard. This will come with a 20 inch shaft and Lightening gearcase featuring a high performance nosecone and low water intakes. It will compliment the 225 HO which was in the 2002 lineup. The Evinrude 250 will be available in a 20 inch as well as a 25 inch shaft version. What's more, new lower horsepower Evinrude models are in the works, and we may see a mid 2003 introduction of these engines.

As before, the Johnson line will include conventional, carbureted two-strokes and four stroke outboards. New in the four stoke line are 90, 115 and 140 HP models- all featuring electronic fuel injection and built by Suzuki. In fact, all Johnson four strokes from 40 HP and up, are built by Suzuki.

Mercury Marine has abandoned plans to relocate its Placida, Fla., engine testing facility to a site on Florida's Blackwater River. Despite some big advantages to the site, opposition from neighbors and months of back-and-forth with the state Department of Environmental Protection caused Mercury to withdraw its application.

Mercury was willing to make concessions, but in the end it became apparent the conditions would have made the operation "fairly inefficient".

Mercury has already sold the Placida facility and is considering several other sites for relocation.

SERVICE DEPARTMENT

It's that time of year again. Time to winterize your outboard motor. We went into this in detail in a previous newsletter, but briefly, make sure there is no water in your lower unit, and drain as much fuel from the fuel system as possible. If you have gas in the tanks, add some stabilizer. These simple steps will protect you motor from any damage from the winter weather.

Last month we resealed a lower unit on an 18 HP Johnson. Now suppose you have a 50 HP Mercury from the 60's or 70's. This is a very common motor, and it is very common for the lower units to be leaking. If you pressure tested your unit, you know where it is leaking. If you did not pressure test, it is a safe bet it is leaking from the driveshaft seal. This is usually the first place to start leaking on a Merc. In the 60's and 70's, Mercury used a lower quality steel on the driveshaft and it is common for them to rust in the area of the seal. Remove the water pump assembly including the lower pump housing. Place a rag around the driveshaft above the driveshaft bearing to catch any dirt, and clean the shaft with some emery cloth. With a new seal installed in the lower pump housing, this will reduce the leakage around the driveshaft to a negligable amount. If your shaft is badly corroded, the only options are to replace the shaft or install a speedi-sleeve over the corroded part. (Call or email for more info on speedi-sleeves).

If the shift rod or prop shaft seals are leaking, these require special tools to replace properly. This job might be better left to the repair shop. If you really want to try it, contact me for further instructions.

If you have any service questions, let me know and we will answer them in an upcoming newsletter.

HISTORICAL

Below are excerpts from Mercury Sales Bulletins:

August 22, 1950

To All Dealers

Subject: Grantland Rice Paramount Sports Film

A motion picture short subject titled "OUTBOARD SHENANIGANS", is scheduled for September-October release. It is one of the finest sports films ever made, and it features MERCURY OUTBOARD MOTORS exclusively. The subject matter is highly spectacular and will create a great deal of interest in Mercury when the picture is shown.

July 2, 1957

To All Dealers

Subject: Rumor Campaign by Mercury Competitors

During recent months there seems to have been a concerted effort on the part of some of our competitors, including OMC and Scott-Atwater to circulate damaging rumors regarding Kiekhaefer Corporation, its products and, in some cases its executives. One very prevelant rumor is the statement that "Mercury is a racing engine and no good for anything else."

We therefore must ask your cooperation in reporting promtly to us any such incidents. Please include in your report the details of the incident, stating the name of the person making any derogatory statements about our Company or products, his Company and position, the time and place of the remarks and names of any other persons present.

April 20,1949

To All Dealers

Subject: Model KF5 "Super 5" Price Change

The Kiekhaefer Corporation has shown there to be a direct loss on each KF5 model shipped. Obviously this cannot continue. We cannot make cost reductions or compromises that would be reflected in Mercury quality or performance. There is but one alternative, we must raise the list price. On or after the 25th of April, 1949 the FOB Cedarburg list price on the KF5 model will be $179.50.

This months motor will be Comanco.

Comanco has a confusing history. It is related to the Milburn Cub, Continental, Commando and Husky. If anyone knows the story, please send it in. Here is the information we have.

Model Number HP

1956

Continental Sport 2.5

1957

Sport 1000 3

Sport Delux 1000 3

Commando 1000 3

Commando Delux 1000 3

Kit K1000 3

Kit Delux K1000 3

1958

Commando 302 8000 3

Commando 307 8000 3

Sport 300 8000 3

Sport 305 8000 3

Kit K8000 3

1959

305 5900 2.5

300 2.5

Kit 2.5

Next month Corsair

Welcome to the November 2002 issue of Outboard News, an electronic newsletter for the outboard enthusiast.

INDUSTRY NEWS

There is not much happening this time of year, so we will skip ahead to the service department.

SERVICE DEPARTMENT

Today a few thoughts on the most misunderstood part of an older outboard motor: THE CARBURETOR. Whenever a motor is not running properly, more often than not, people automatically blame the carburetor. This is not necessarily the case. First, test for compression, then spark, as we discussed in previous issues. If both of these test OK, we can look at the carb. First question to ask is: is the carb getting gas into it?

If your motor has a gas tank on top, disconnect the fuel line going into the carb, put the end of the hose into a container to catch the gas, and then open the fuel shut off valve. You should have a steady flow of gas coming out the hose. If all you get is a drip, or no gas at all, then most likely the filter in the tank is plugged up. The filter is frequently attached to the hose fitting on the bottom of the tank. Unscrew the fitting, and the filter should come with it. If it is a wire mesh screen, you can clean it. If it is a ceramic filter, many times there is nothing you can do with it. In than case, remove the filter from the fitting and install a small in-line filter in the hose from the tank to the carb.

If your motor takes a remote tank, hook up the gas line to the motor and squeeze the primer bulb. Look carefully for any signs of leaks. If gas is leaking out anywhere on your hose, that means that air could be leaking in. Fix the hose as needed and squeeze again. If you listen carefully, you can often hear the carb "drinking" the gas. If you are sure there is gas in the carb, try to start the motor.

At this time, it may be useful to review the proper use of the choke. Many people do not choke the motor properly, which makes it hard to start. Assuming you are starting a cold motor that you have not tried to start recently, pull the choke out all the way and advance the throttle to the neutral stop. Pull the starter rope until you get a response from the motor. For the next pull, push the choke in and pull the rope again. It will probably start on this pull. Remember, you will not flood a cold motor.

If your motor will not start after about 10 pulls or about 10 seconds of cranking, pull out a spark plug and see if there is any trace of gas on it. If it is dry, it is time to open up the carburetor. Continued next month.

HISTORICAL

This month's motor is Corsair: In 1948 Scott-Atwater began producing a line of private-label outboards for the Corsair Outboard Motor Co, of Minneapolis, MN. The outboards were distributed by both Skelly Oil Co. and Pure Oil Co. The line was dropped in 1957.

Model no. Serial no. HP

1949

4921 49211001 4

4927 49271001 5

4923 49231001 7.5

1950

5020 50201001 3.6

5021 50211001 4

5027 50271001 5

5023 50231001 7.5

1951

5020 50201001 3.6

5021 50211001 4

5027 50271001 5

5023 50231001 7.5

5028 50281001 10

1952

5027 27251001 5

5023 23251001 7.5

5028 28251001 10

1953

2735 27351001 5

2335 23351001 7.5

2835 28351001 10

1954

2745 27451001 5

2345 23451001 7.5

2845 28451001 10

2945 29451001 16

1955

2755 27551001 5

2355 23551001 7.5

2855 28551001 10

2955 29551001 16

1956

2765 27651001 5

2365 23651001 7.5

2865 28651001 10

2665 26651001 30

Next month Elgin

Also, next month, will be the story of the first outboard ever made. It is the story of the Waterman, made in 1905, as told by Mr. Cameron Waterman himself at a 1950 Mercury dealer meeting.

Welcome to the December 2002 issue of Outboard News, an electronic newsletter for the outboard enthusiast.

Season's Greetings and Happy Holidays from Laing's Outboards. This month will be an abbreviated version of Outboard News.

INDUSTRY NEWS

Not much happening this time of year. Next month we will present some of the issues in the debate between 2-stroke and 4-stroke outboards.

SERVICE DEPARTMENT

Next month we will continue our discussion of the carburetor.

HISTORICAL

This month we present in brief the story of the first outboard made, the Waterman, as told by Mr. Cameron B. Waterman himself at a Mercury Marine dealer meeting at the 1950 New York Boat Show. (This presentation was arranged by Carl Kiekhaefer to debunk the story of how Ole Evinrude invented the outboard motor).

In 1903, while a student at Yale Law School, in New Haven, Connecticut, Cameron Waterman undertook to clean and overhaul his motorcycle engine. Upon completion of this task, he clamped the engine to a desk and ran it on lightning gas from an overhead gas jet connected to the carburetor. The thought occurred to him that here was a portable power plant that could be used to propel a boat and end the task of rowing, so he immediately made sketches of such a device and filed them away for future use.

In January of 1905, after having graduated from Yale Law School and having returned to Detroit to practice law, he showed his sketches to George C. Thrall who owned the Taylor Boiler Company in Detroit. Thrall, also very tired of rowing, agreed to work with Waterman in the development of the Outboard motor.

They purchase a Curtis air cooled 3 horsepower motorcycle engine, rigged it up with the necessary shafts and tested it in Mr. Waterman's backyard and then in February, 1905, Mr. Waterman, accompanied by Mr. George Thrall and Mr.R. McDougal Campan actually operated the engine on a boat in the Detroit River.

Very much encouraged by the results of their tests, they contracted with Caille Brothers Company of Detroit to build 25 units and by early summer of 1906, had sold 24 of them in various parts of the United States.

In the winter of 1906-07, Waterman changed the design from air cooled to water cooled. In the spring of 1907, they began advertising in several national magazines. The outboard industry was well on its way when the 1908 season sported a carburetor instead of a mixing valve, and in 1909 when the next competitor entered the market, business increased considerably.

In December of 1916, Mr. Waterman sold his company to the Arrow Motor and Machine Company, and in 1917 was commissioned a Captain in the US Army. After serving in Europe as Chief of Transportation of the Air Service, AEF, he was promoted to Major, Air Service, US Army in 1919.

Mr Waterman is now retired, enjoying the sunshine and fishing of Florida, his boat being propelled by a quiet, smooth Mercury Super 5.

The theme of the 1950 dealer meetings was dispelling myths. The Ole Evinrude story was myth no.1, effectively dispelled by Mr. Waterman. Carl Kiekhaefer also got the press involved, as evidenced by a story in the New York Herald Tribune by Red Smith entitled "The Outboard Heresy".

Myth no. 2 was that sales for 1949 were down 40%.

Kiekhaefer reported that sales in fact were up by 21%. The message to dealers was: "Don't let all the talk about gear shifts scare you!"

Myth no. 3 was that a large motor was required to water ski. Kiekhaefer showed that a Mercury Super 5 will pull a skier along at a good clip.

Next month we will start on the Elgin outboard. There is a lot to tell, so it may take several issues.

Welcome to the January 2003 issue of Outboard News, an electronic newsletter for the outboard enthusiast.

INDUSTRY NEWS

The debate continues on the 2 stroke vs. 4 stroke issue. After initial gains in popularity for the 4 stroke engines, the 2 strokes have been fighting back. The advantages of a 4 stroke outboard have always been low pollution, quiet smoke free operation, increased fuel economy and good low speed operating characteristics. The new generation of 2 strokes though are quickly catching up, and sometimes surpassing the 4 strokes, especially the new V-6 direct fuel injection 2 strokes. In a recent boat test, a 25 foot center console was powered by twin 225 HP outboards, one being a 4 stroke V-6, and the other being a DFI 2 stroke V-6. At wide open throttle, both engines were propped to turn about 5500 RPM at a little over 50 MPH. Then the boat was stopped and the 4 stroke was tilted out of the water. The 2-stroke DFI was opened up and planed the boat easily by itself, reaching a speed in the high 30's at about 4800 RPM. The test was repeated with the 2 stroke out of the water and the 4 stroke pushing by itself. The 4 stroke could not plane the boat. Then the two stroke was put back in the water and the 4 stroke was left in the water but shut down. The 2 stroke again planed the boat easily and still reached the high 30's, even while dragging the 4 stroke through the water. That dramatically demonstrated the low-end torque advantage of the two-stroke.

There is another factor which will soon becoming into play. It has to do with the horsepower ratings shown on U.S. Coast Guard required "Maximum Capacity Plates" on the transom of outboard boats. The standards were last updated in 1986, and since then the weight per HP has changed dramatically, with the heavier 4 strokes on the market. The solution to this problem will apparently be a maximum rating for HP, as well as a maximum rating for engine weight. This means that a given boat will be able to handle a higher horsepower 2 stroke outboard on the transom than a 4 stroke. This will become most important with smaller boats, which are more susceptible to changes in weight distribution.

HISTORICAL

Have you ever wondered what it was like for an outboard motor technician 50 years ago? Below are some questions that a graduate of the Oliver Outboard Motor Service School were expected to know the answers to. These are taken from an Oliver Outboard service school manual from the 50's.

1. Why is a 2 cycle most common in outboard motors manufactured in the USA?

2.What is the most common oil mix in modern outboards?

3.Why is the correct gas-oil mix important?

4.What part requires the most lubrication in an outboard motor?

5.How is the fuel pump operated on the normal two-cycle outboard?

6.Stuck piston rings may be caused from what reason?

True or False:

7. There is only one way to install a piston in the cylinder.

8.A carburetor mixes the proper oil-fuel ratio.

9.On the two cycle engine, the piston fires every other time

it comes to top dead center.

10.An engine that will not start may be caused by flooding.

Not very high tech, was it?

ELGIN MOTORS

Elgin was the brand name of outboards sold by Sears. The name was first used in 1946, and was discontinued in 1963.

The early Elgins were made by West Bend.

Model number HP

1946

571.58301 1.25

571.58401 2.5

571.58501 3.5

571.58601 5.5

1947

571.58521 3.5

571.58611 5.5

571.58621 5.5

1948

571.58701 6

571.58721 6

1949

571.58541 5

571.58731 7

1950

571.58301 1.25

571.58401 2.5

571.58531 5

571.58551 5

571.58741 7.5

571.58821 16

All Elgin motors made by West Bend had model numbers beginning with 571. We will continue next month.

Welcome to the March 2003 issue of Outboard News, an electronic newsletter for the outboard enthusiast.

INDUSTRY NEWS

There has been much concern recently about how the current and upcoming anti-pollution regulations will affect the owners of outboard motors. Woven deep within the tangled legislation regarding marine emissions is some heartwarming news for the consumer:

It's not your problem.

If you own a boat and don't understand some or all of the regulations passed in recent years by the EPA or the California Air Resources Board (CARB), you are not alone. Boat owners across the nation are struggling to interpret and predict the impact of the emissions standards that affect the boating industry. But take heart. It's neither as bad nor confusing as it first appears. In a nutshell, here's the important news:

* You will not have to stop using your two stroke engine

due to engine emission regulations.

* The engine manufacturers- not the consumer- are

responsible for ensuring the engines you buy conform

to EPA and CARB regulations.

* If you currently own a boat engine, you will not be

penalized by existing legislation as tighter regulations

take effect.

CARB rates all marine engines on a four star system. One star ranks an engine as "low emissions", two stars is "very low", three starts is "ultra low", and four stars is "super ultra low". No engines have been built yet that meet the four star requirements.

As of January 1, 2003 all outboard, inboard, and sterndrive engines that are sold in California must be CARB certified and must bear star-rating decals. Observers will note that not all the low emission engines are four stroke. The Mercury 75, 90, 115 and 135 OptiMax two stroke engines meet the CARB three star emissions level.

SERVICE DEPARTMENT

Now that spring is arriving, many boaters will soon be pulling their boat out of storage, and some will be asking themselves: Can I get another year out of my old battery, or must I break down and buy a new one? Below are seven myths about batteries that may help answer that question.

Myth #1: Storing a battery on a concrete floor will cause it to discharge. This may have been true years ago when battery cases were made out of a porous material, but not today.

Myth #2: A battery will not explode. A battery may explode through the ignition of hydrogen and oxygen gases produced when charging, or may explode internally, so always use caution when near the battery.

Myth # 3 A battery will not lose its charge sitting in storage.

Batteries have a natural discharge or internal electrochemical leakage rate of between 1% and 25% per month, hastened by high temperatures.

Myth #4 Maintenance-free batteries never require maintenance. All batteries require maintenance. Electrolyte can be lost due to high temperatures and excessive charging.

Myth #5 Pulse chargers or additives will revive sulfated batteries. There is no conclusive evidence that pulse chargers or additives will provide any benefit.

Myth #6 Lead acid batteries have a memory. However, continuous undercharging will lower battery capacity, while deep discharges can shorten battery life.

Myth #7 Cells in lead acid batteries will not reverse polarity.

Cell reversal typically occurs when a cell has completely discharged while current is still flowing through the battery.

HISTORICAL INFO

The following is from an Evinrude dealer mailing from 1956. Author unknown.

ODE TO AN OUTBOARD PARTS CLERK

I work behind the counter

In an outboard parts store;

Sometimes I'm called a genius,

Sometimes I'm called more.

I claim I'm no technician,

Yet when a job goes sick,

Some guys mail and ask me

What makes the darn thing tick.

I'm supposed to know the numbers

Of bolts and nuts and screws,

For every single motor made

In the last forty years.

But life would be a pleasure

and I'd grin from ear to ear,

If customers would only tell me

The Model, Make and Year

ELGIN

We will continue listing model numbers for Elgin outboards. These Elgins were made by West Bend, as designated by the prefix 571.

Model number HP

1951

571.58301 1.25

571.58401 2.5

571.58561 5

571.58641 6

571.58751 7.5

571.58821 16

571.58841 16

1952

571.58201 2

571.58561 5

571.58751 7.5

571.58822 16

1953

571.58202 2

571.58562 5

571.58761 7.5

571.58823 16

571.58824 16

571.58844 16

1954

571.58211 2

571.58571 5

571.58651 6

571.58652 6

571.58771 7.5

571.58772 7.5

571.58851 16

1955

571.58211 2

571.58571 5

571.58711 7.5

571.58722 7.5

571.58901 12

571.59401 25

Next month we will continue with Elgin

Welcome to the April 2003 issue of Outboard News, an electronic newsletter for the outboard enthusiast.

INDUSTRY NEWS

There's good news to report on retail boat sales. Final figures confirm that the fourth quarter of 2002 was a strong one for dealers after a succession of negative ones. Fiberglass boat sales rose by 4.9% in the fourth quarter, and aluminum boats had strong sales as well. Here are the top leaders in aluminum boat sales for 2002:

Make Units Sold Market Share

Tracker 16,824 13.5

Lund 10,014 8.1

Alumacraft 9,255 7.4

Lowe 9,245 7.4

Crestliner 7,903 6.4

Smokercraft 4,749 3.8

Godfrey 4,695 3.8

Bennington 4,040 3.3

G3 3,872 3.1

Fisher 3,655 2.9

SERVICE DEPARTMENT

A few issues back, we started discussing the carburetor. We will now continue with the subject. We previously determined whether or not the carb was the reason your motor would not run, and now we will learn how to correct the problem.

The most important thing to keep in mind when attacking carburetor problems, is that in most cases, carburetors do not go bad, they just get dirty. Many outboard motors sit idle for long periods of time, often for years at a time. Any gas left in the system will turn to varnish and gum up the system. Another common problem is rust particles in the carb, caused by using a rusty gas tank.

Step one is to go to your local marine dealer and purchase a carburetor rebuilding kit. Then remove the carb from the motor, making a note of how the linkages are attached. Next, using a clean uncluttered workbench, take apart the carb starting with separating the bowl from the main body of the carburetor. You will most likely smell the stale gas, and see the residue in the bottom of the bowl. Since the high speed jet is usually located at the bottom of the bowl, you can see how this residue can easily affect the operation of the outboard. Remove the float and the inlet needle and seat. Remove the high and low speed needles, as well as old packings and any plastic or rubber parts. You need to then soak the parts in carburetor cleaner. Don't use the stuff in the spray can or lacquer thinner. They will not dissolve the varnish. Go to the local auto parts store and purchase a gallon of the cleaner that is meant for immersing the carb in. Follow the instructions on the can, as well as taking necessary safety precautions. After soaking the carb parts long enough to dissolve any residue, rinse the parts with solvent and blow out with compressed air. Then reassemble according to the instructions in the carburetor rebuilding kit. Install the carb on the motor. Next month we will talk about how to adjust the carburetor and linkages.

HISTORICAL

The first Mercury outboard debuted in 1939, claiming many industry firsts. According to a 1939 dealer newsletter, among these firsts were:

*Full-feathered automatically-stable steering.

*One-piece driveshaft housing enclosing exhaust passage,

water line and driveshaft.

*Streamlined engine cowlings.

*Vacuum exhaust system.

*External reed valves with T-shaped manifolds

Continuing with 1947 firsts:

*Splash deflector on driveshaft housing.

*"Uni-Cast" one-piece gearcase.

*One-piece die-cast twin cylinder block with integral water

jacket, cylinder head, intake manifold and exhaust manifold.

*Forged aluminum pistons.

1951 Firsts:

*Multiple disc slip clutch propeller.

*Single-line suction type remote fuel supply system.

*Four-cylinder, alternate firing, two-cycle engine

*Built-in synchronized remote throttle control.

I'm sure many people could dispute these industry "firsts". One that comes to mind is the 1950 16 HP Scott, which had a single-line suction remote fuel system.

ELGIN

We will finish with the West Bend Elgins. Last month we covered through 1955

Model number HP

1956

571.5821 2

571.5950 5.5

571.5970 7.5

571.5890 12

571.5960 25

1957

571.58221 2

571.58781 7.5

571.59521 5.5

571.59721 7.5

571.58941 12

571.58951 12

571.59421 30

571.59431 30

571.59621S 30

571.50631L 30

571.59801G 30

571.59811GL 30

1958

571.5823 2

571.5953 5.5

571.5973 7.5

571.5878 7.5

571.5893 12

571.5896 12

571.5897L 12

571.5944 35

571.5945L 35

571.5982 35

571.5983L 35

571.5990 35

571.5991L 35

1959

571.5824 2

571.5954 5.5

571.5879 7.5

571.5974 7.5

571.5880 12

571.5898 12

571.5899 12

571.5944 35

571.5945L 35

571.5982 35

571.5983L 35

571.5990 35

571.5991L 35

Beginning in 1960, Elgins were mostly made by Scott. We will cover the Scott Elgins next month.

Welcome to the Summer 2003 issue of Outboard News, an electronic newsletter for the outboard enthusiast.

INDUSTRY NEWS

Bombardier Corporation, the Canadian transportation giant and the current owners of Johnson and Evinrude, has decided to place their Recreation Products Division up for sale. The division includes Johnson and Evinrude outboard motors, Ski-Doo personal watercraft and Ski-Doo snowmobiles.

Unlike the situation in 2000, prior to the bankruptcy of OMC, the Bombardier Recreational Products Division was profitable through the 12 month period that ended last June 31, according to Bombardier Inc. That is in contest to Bombardier's aerospace operations, which have been struggling since Sept. 11, 2001. The recreational products division was put up for sale to raise cash to allow the parent company to endure the aerospace industry's current difficulties.

Two companies rumored to be interested in purchasing Bombardier Recreational Products are Harley-Davidson and Deere & Co.

Mercury Marine is celebrating its 65th anniversary this year, and to commemorate the event, Mercury has produced a limited edition 200 HP EFI engine sporting a vintage 1968 graphics package. The engine has the same look as a 1968 65 HP Mercury. This is a limited chance to own a piece of Mercury history.

SERVICE DEPARTMENT

In the last issue, we discussed rebuilding the carburetor, now, we will adjust it and set the synchronization. The synchronization refers to the relationship between the carburetor butterfly opening and the spark advance. If this is not set right, the motor can be hard starting or have a poor idle. If it is way off, it can prevent the motor from idling at all. To set the synchronization, look for a mark scribed into the cam attached to the bottom of the mag plate. On most motors, this mark needs to line up with the center of the linkage arm or roller which opens the carburetor butterfly when the butterfly first begins to open. in other words, advance the throttle and watch for the point at which the butterfly begins to open. This point should be when the mark is lined up with the roller. Adjust linkages as needed, or on some motors, move the cam in or out on the mag plate. If the butterfly opens too late, it can cause hard starting. If it opens too early, the motor will pop and miss and low speeds, similar to a too lean condition. This applies to almost all motors, new or old, large or small. Next month-adjusting the carburetor.

HISTORICAL

Here are a few items from the Mercury archives.

In 1940, the first Mercury branded outboards were introduced. The lineup included five models- three singles and two twins- with retail prices that ranged from $42.95 to $98.50. The new line of outboards were named after the Roman god of speed, Mercury.

E.C. Kiekhaefer began his business in a plant in Cedarburg, Wis. in 1939. It wasn't until 1946 that operations moved to the current location in Fond Du Lac, when Kiekhaefer purchased Corium Farms. Even after the expansion, grain elevators were used for engine test cells.

During the summer of 1961, Ann Strang- the mother of Mercury executive Charlie Strang- visited her son and a team of engineers at a research lab in Oshkosh, Wis. Her son explained their efforts to make the new 100 HP outboard appear smaller and more compact in size. Ann's observation and suggestion forever changed the face of Mercury outboards. She stated "Well, a large woman always wears a black dress. Why don't you paint it black?" The group concurred. In Charlie's own words "We painted one black and it shrunk about 20 percent!" It was in the fall of that same year, as a 1962 model, the first black Mercury and the industry's first 100 HP outboard motor came off the line. Who would have thought it started with a black dress?

We will continue to talk about Elgin outboards. Elgins were sold by Sears, and were made by different manufacturers throughout the years. They were one of the most commonly seen motors in their day, and still continue to appear frequently. From 1946 to 1959, most Elgins were made by West Bend. From 1960 until 1963, when Sears stopped using the Elgin name, they were made by Scott-McCulloch. It is interesting to note that to avoid direct competition with their own line of popular outboards, the Elgins were usually one model year behind the Scotts. In other words for example a 1961 Elgin would have the same features as a 1960 Scott. The Scott Elgins are easy to identify the year of manufacture. The first two digits of the serial number designate the year. Here is a rundown of model numbers.

Model no. HP

1960

571.58241 2

574.60000 3.6

574.60070 7.5

574.60120 12

574.60290 25

574.60310 25

574.60440 40

574.60460 40

574.60620 60

1961

574.6001 3.6

574.6008 7.5

574.6013 14.1

574.6033 27.7

574.6035 27.7

574.6050 43.7

574.6070 75.2

1962

571.5833 2

574.6001 3.6

574.6005 6

574.6008 7.5

574.6013 14.1

574.6033 27.7

574.6035 27.7

574.6052 43.7

574.6072 75.2

1963

571.58250 2

574.60020 3.5

574.60060 6

574.60090 7.5

574.60140 14.1

574.60340 28

574.60360 28

574.60540 45

574.60550 45

574.60740 75

574.60750 75

If you were paying attention, you noticed that the 2 HP Elgin was made by West Bent instead of Scott. You can tell by the 571 prefix in the model number. All Scott made Elgins began with the prefix 574. Also, some Elgins that were sold in Canada in the 1960's were made by West Bend, but I don't have a number listing of those. We will continue with the Sears motors after 1963 at a later date. Next month Eska, which also ties in with Sears.

Welcome to the October 2003 issue of Outboard News, an electronic newsletter for the outboard enthusiast.

INDUSTRY NEWS

At this years Miami Boat Show, Bombardier introduced their new line of 2 and 3 cylinder DFI engines, covering the range from 40 to 90 HP. The 40, 50, and 60 HP models were two cylinders, and the 75 and 90 HP models had three. This leaves only a small fraction of the outboard engine market not covered by both four strokes and DFI two-strokes.

These engines have completely new injection and electronic systems, and are microprocessor controlled in all their vital functions. The electronically controlled oiling system, while still injecting and consuming oil as two strokes do, uses about half the oil per horsepower than the larger DFI two strokes. Also, the engines are said to be maintenance free for three years, which is the length of the warranty period. The integral oil tanks hold enough oil for one full "normal" operating season, and the engines require no winterization. The engines also weigh considerably less than a comperable four stroke.

Millers Boating Center recently decided to hold their own 2 stroke vs 4 stroke fuel economy test. A new 225 HP Mercury OptiMax and a new 225 HP Mercury FourStroke were started at the same time and were supplied with exactly one gallon of fuel. Both were allowed to run at the factory set idle speed until they ran out of fuel. Which do you think ran longer? At 95 minutes the 225 FourStroke exhausted its fuel supply. The OptiMax continued to run for an additional 62 minutes. This demonstrates that the 2 stroke delivers greater economy at trolling speeds than the 4 stroke.

SERVICE DEPARTMENT

Now that you have rebuilt the carburetor, installed it on the motor and set the synchronization, it's time to start the motor and adjust the carburetor. To do a proper job of adjusting, the motor should be on the boat and under way, or at least in a large enough test tank to put the motor in gear and rev it up all the way. It is meaningless to adjust the carb with the engine in neutral, or with the motor on earmuffs. There must be a load on the motor.

After you start the motor, let it warm up for a few minutes, then put it in gear and rev it up all the way. If the motor has an adjustable high speed, slowly turn the mixture screw in (clockwise) until the engine begins to die from running too lean, then back it out 1/4 turn and tighten the packings to stop it from moving from vibration. If the motor has a fixed high speed, as most newer motors do, rev it up anyway to be sure the high speed jets are open.

Slow the engine down to an idle speed, and slowly turn the low speed adjustment in (clockwise) until the engine begins to pop and miss from running too lean. Then back it out from 1/4 to 1/2 turn and tighten the packings. You may have to fine tune the low speed adjustment at a later time, because it can vary with weather conditions and usage. Reinstall any knobs on the mixture screws.

Next month- How to winterize your outboard.

HISTORICAL

In 1958, Mercury produced the world's first 6-in-line outboard. Mercury was very proud of this powerplant, and rightly so. The following paragraph is from a 1958 sales brochure:

"Behind the Mercury 6-in-line design are tens of thousands of Kiekhaefer engines- V-fours, opposed fours, radial engines, big bore twins, V-twins...designed, built and tested by Kiekhaefer since 1939 to prove the best design for Mercury multi-cylinder high horsepower outboards. Kiekhaefer found that only the in-line engine was compact enough, smooth enough, quiet enough and efficient enough to deliver all the benefits the public wanted in big outboards."

This was all well and good, but as many know, the biggest reason many of these engines made a quick trip to the boneyard was the fact that they had no gearshift, and gained the nickname "dockbusters". The following paragraph describes the high opinion Mercury had of this design:

"SO FAR AHEAD NO CHALLENGERS ARE IN SIGHT! With all its mighty power and astonishing performance the Mark 75 is so simple to control that a child can safely handle it. A single control lever does the work...just push the button to start, push forward to go ahead, pull back to reverse--action so fast, so easy, so foolproof you can actually rock the boat back and forth! The Mark 75 is direct-reversing, simply by changing the direction of crankshaft rotation-- no gear-shifting, no bulky lower unit gears, no excess weight...another terrific Mercury first!"

Easier said than done. This motor represented a striking contrast between great engineering on the top end, and terrible decision making on the bottom end.

This month we will cover ESKA outboards. Eska began selling its first outboard in 1960, borrowing many designs from Clinton outboards. They were about as simple as an outboard could be, and served as a good, inexpensive way for many people to give up their oars and become powerboaters. Eska took a two-cycle, single cylinder air cooled powerhead built by Tecumseh and attached it to a Clinton lower unit. They remained pretty much unchanged until 1973, when Eska introduced a two cylinder water cooled outboard producing 9.9 and 15 HP. This continued until 1987 when Eska went out of business. Eska supplied motors to many companies such as Sears, Pennys, Grants and others. Parts are still fairly easy to get, mainly due to the large volume of motors produced. I don't have any model number info prior to 1965.

Model HP

1965

1147 3

1140, 1144 4

1142, 1145, 1148 5

1141, 1146 6

1966

1153 3

1157, 1159 6

1967

1160, 1161, 1163, 1173 3

1162, 1164, 1165 5

1166, 1169, 1175 5

1167, 1168, 1170, 1174 7

1968

1183,1193 3

1178,1180, 1185, 1195 5

1179, 1181, 1187, 1197 7

1969

1188, 1703, 1713 3.5

1700, 1703A, 1709, 1713A 3.5

1189, 1194, 1710, 1705, 1715, 1701, 1706 5

1186, 1199, 1702, 1707, 1717, 1708, 1711 7

1970

1188B, 1703B, 1704B, 1709B,1713B, 1732B 3.5

1189B, 1701B, 1733B, 1705B, 1706B, 1733B 5

1199B, 1702B, 1707B, 1708B, 1717B, 1734B 7

1971

1703B, 1713B 3.5

1705B, 1715B 5

1707B, 1717B 7

1727A, 1747A 7

1972

1703D, 1788A 3.5

1705D, 1789A 5

1747B, 1790A 7

1973

1945A 3.5

1705E 5

1928 5

1747C 7

1944 7.5

1925A 9.5

1926A 14

1974

1945B 3.5

1705F 5

1928B 5

1747D 7

1944B 7.5

1925B 9.5

1926B 14

1975

1974A 4.5

1975A 5.5

1944C 7.5

1976A 7.5

1978A 9.9

1979A 15

Next month we will continue with Eska.

Welcome to the November 2003 issue of Outboard News, an electronic newsletter for the outboard enthusiast.

INDUSTRY NEWS

Canada's Bombardier Corp. announced that it reached an agreement to sell its Recreational Products Division to an investor group including descendants of company founder Joseph-Armand Bombardier.

The sale of the division to the family was the outcome predicted by many in the boating industry since Bombardier's intention to sell the division was announced.

The price tag on the recreational products division, which includes the Johnson and Evinrude assembly plant in Wisconsin was about $875 million U.S.

The announcement of the transaction was good for the industry because, once finalized, it will end the uncertainty about the long term future for the major outboard engine manufacturer which existed since the bankruptcy filing by OMC in 2000.

Mercury Marine says nothing has been decided yet, but it is considering building some of its outboard models in China. The possibility of such a production shift, which the company says has been openly discussed for about 2 years, has raised concerns among Mercury's union employees in its hometown of Fond due Lac, Wis.

Company officials said the 60 HP and under engines will probably be moving to China within the next three years. Officials cite low production costs and the potential in the Chinese marketplace as reasons for the move.

SERVICE DEPARTMENT

This months service topic will be winterizing. Fortunately, winterizing an outboard is easy with a few basic supplies. The most important thing is to drain the lube out of the lower unit, in case there is any water in it. Water in a gearcase can freeze and crack the housing, and ruin the shafts and bearings. If there is more than a few drops of water in the unit, you probably have a leaking seal. Winter is a good time to reseal your lower unit.

To drain the lube, remove both the drain and fill plugs in the lower unit, and let all the old lube run out. To refill, you can buy new lube in plastic squeeze tubes (messy way), or in quart bottles and use a hand pump (easy way). Either way, fill through the bottom drain hole until it runs out the upper (vent) hole. Then install the vent plug, remove the squeeze tube or hand pump and install the drain plug.

The next step is to add stabilizer to the remaining gas in the tank, to prevent the gas from deteriorating over the winter. If possible, run the stabilized gas through the motor. Then disconnect the gas line from the front of the engine and let the gas burn out until the engine stops. You may also spray some fogging solution into the carb while running out the gas.

That's all there is to winterizing your outboard. While the motor is in a vertical position, all the water will run out of the cooling system. The motor can then be stored outside on the boat with no damage.

HISTORICAL

We will continue with Eska model numbers

Model HP

1976

1973B 3

1974B 4.5

1975B 5.5

1944D 7.5

1976B 7.5

1978C 9.9

1979C 15

1977

14058 1.2

14089 2.5

14034 3.5

14035 5

14036 5

14037 7.5

14038 7.5

14059 7.5

14039 9.9

14040 15

1978

14058 1.2

14110 1.5

14089 2.5

14034 3.5

14035 5

14106 5

14107 7.5

14108 7.5

14109 9.9

1979

14058 1.2

14089 2.5

14034 3.5

14035 5

14106 5

14107 7.5

14108 7.5

14109 9.9

14110 15

1980

14139 3.5

14140 5

14141 7.5

14152 9.9

14153 15

The models and model numbers remain basically unchanged until production is discontinued in 1987. The years are determined by serial numbers, which is too cumbersome to print here. If you need more information, call.

A good source for parts for Eska products is Certified Parts Corp. at 1-800-356-0777.

Next month Hiawatha.

Welcome to the December 2003 issue of Outboard News, an electronic newsletter for the outboard enthusiast.

INDUSTRY NEWS

The first new Evinrude outboards with Bombardier's own E-Tec engine technology came off the assembly line Oct. 23 in Sturtevant, Wis.

The E-Tec engine is the first outboard engine developed by Bombardier since it bought the Johnson and Evinrude brands out of the OMC bankruptcy in early 2001. The first horsepower offerings include 40, 50, 75 and 90. A 60 HP engine is scheduled for release in late 2004 or early 2005. The higher ratings of 200, 225, and 250 are slated for fall 2004, followed by a 115, 130, and 175.

Bombardier says E-Tec is far less polluting than other engine types, partly because no unburned fuel escapes the cylinder during the combustion process. Fuel that is burned completely produces very low emissions, and the engine reportedly creates 80 percent less carbon monoxide than a 4-stroke engine.

Early reports from the field indicate that the E-Tec technology is everything Bombardier claims, and it is bound to help Bombardier reclaim some of the market share lost as a result of OMC's problems. More on E-Tec in future issues.

We now have in stock Peter Hunn's new book The Classic Outboard Motor Handbook. This is a 127 page book covering topics such as: Buying Advice, Systems Explanation, Setting up a Home Shop, Diagnosis and Disassembly, Case Studies, Maintenance Storage and Use. This an entertaining and well written book by an acknowledged expert in the field. Price is $21.95.

HISTORICAL

This month we will begin Hiawatha outboards. There were two distinct Hiawathas. Montgomery Ward's first private label outboard was the rudder-steered Hiawatha. This was a forward-pointing, single cylinder rowboat motor developing 1.25 HP. The motor was made by Caille.

In 1941, Gambles Department Store began selling Hiawatha motors. These were a private label motor made by OMC's Gale division. Beginning in 1956, they were made by Scott until the motors stopped being sold after 1961.

Here are the numbers for the Gale made Hiawathas

Model number HP Years

25-3258 3 1945-46

25-7955 3 1947

25-7956 3 1947-48

25-7970 5 1947

25-7971 5 1947-48

25-DL 2.5 1941-42

25-S 2.5 1941-42

47-3S 3 1947

50-DL 5 1941-42

50-DLA 5 1945-46

50-S 5 1941-42

50-SA 5 1945-46

050MI-25-7958A 3 1945-50

150MI-25-7959A 3 1951

150MI-25-7973A 5 1951

150MI-25-7981A 12 1951

250MI-25-7973A 5 1952

250MI-25-7981A 12 1952

350MI-25-7959B 3 1953

350MI-25-7959C 3 1953

350MI-25-7972B 5 1953

350MI-25-7973B 5 1953

350MI-25-7981B 12 1953

450MI-25-7959A 3 1954

450MI-25-7973A 5 1954

450MI-25-7982 12 1954

550MI-25-7959A 3 1955

550MI-25-7982A 12 1955

840MI-25-7945A 1.5 1948-49

840MI-25-7957A 3 1948-49

840MI-25-7972A 5 1948

840MI-25-7980A 12 1948

940MI-25-7972A 5 1949-50

940MI-25-7980A 12 1949-50

Next month we will cover the Hiawathas made by Scott.

Welcome to the January 2004 issue of Outboard News, an electronic newsletter for the outboard enthusiast.

INDUSTRY NEWS

The new Evinrude E-Tec engines continue to attract attention at winter boat shows. It appears these engines will set the standard for outboard motor design for years to come. E-Tecs are designed to start with the first revolution of the crankshaft, and during design work, they were judged to be too quiet, and had to be reworked to give them a distinct sound. While some may be inclined to describe E-Tec as simply the latest generation of Evinrude's Ficht technology, the fact is, the Ficht and E-Tec systems use completely different approaches to the same challenge. The only common denominator is that both use electromotive force to introduce fuel to the combustion chamber. When energized, an electromagnet in the Ficht injector hammers a steel core against the fuel, driving it through the injector nozzle. The basic operation is similar to how your truck's starter solenoid works. By comparison, an E-Tec injector functions much like a speaker voice coil operating in a permanent magnetic field. Strong magnets surround the coil and, when the coil is energized, sufficient force is developed to push fuel through the nozzle.

Evinrude says that E-Tec develops higher injection pressures than Ficht (650 vs. 500), and that the E-Tec coil can move faster than the Ficht solenoid, resulting in better fuel atomization and more precise fuel control. And because polarity can be reversed-thus pulling the coil back- the injector can operate at 9000 to 10,000 rpm and still deliver plenty of fuel. This bodes well for the system's application in high horsepower, high output engines.

SERVICE DEPARTMENT

Modern outboard motors, both 2 cycle and 4 cycle, are vastly superior to their predecessors from back in the 1960's in terms of pollution, fuel economy, noise and overall sophistication. Back in the 60's, large outboards consumed an enormous amount of fuel, mainly due to the fact that all the unburned gas that condensed in the crankcase was dumped overboard, instead of being recycled. In the old days, your boating activities were often determined by how much gas you could carry aboard.

Apparently, some ingenious person decided to do something about it. I will quote from a letter sent to the president of the Goggi Corporation in praise of their remarkable new invention.

"In the Philadelphia Sunday Bulletin dated July 2, 1967, I read an article in the Better Boating section on your device that drains

unburned fuel and recycles same, The Goggi Kleen-Zaust. After preliminary arrangements, it was determined to have the

Goggi Kleen-Zaust installed on my outboard. Before the Goggi Kleen-Zaust was installed, we took a 15 minute run south on

the lake with a full tank of gas at cruising speed. We then reversed direction and made a 15 minute run north on the lake. For

this 30 minute run, which was timed to the second, we used exactly 2.9 gallons of gas. After installation of the Goggi

Kleen-Zaust we made the identical run under identical conditions and used exactly 1.4 gallons of gas. This produced a fuel

savings of better than 50%. In addition to this savings in gas, the smoke in the air as well as the oil slick in the water was

eliminated. I have nothing but praise for the Goggi Kleen-Zaust and it is certainly a must for all owners of outboard motors,

both from the standpoint of tremendous fuel savings, and the total elimination of all air and water pollution."

What was this device called the Goggi Kleen-Zaust? I have never seen one or heard of it before. You would think a revolutionary

invention such as this would have been very successful. If anyone has any information on it, I would be interested in seeing it.

HISTORICAL

Here are a couple of trivia items for fans of the old Scott-McCulloch outboards. First, did Scott ever make and sell a 50 HP outboard? I have heard of one, and seen references to it, but I have never seen one, nor seen a mention of it in any official Scott publication. Did it exist? I became even more curious after finding a hand-written note from the factory to selected dealers. The note instructed dealers to immediately destroy all literature that mentioned a 50 HP motor. It had no explanation. Later, I found a service bulletin that solved the mystery. At the 1963 Chicago Marine Trade Show, Scott announced they would market the 45 HP motor as a 50 HP, since the engineering department had obtained considerably better than 50 HP in dynamometer testing. Due to objections from dealers, and the fact that numerous lakes had restrictions on motors 50 HP and larger, Scott decided to continue rating the motor at 45 HP for 1964, and instructed dealers to destroy all mention of a 50 HP.

Second, has anyone ever heard of the McCulloch R-120? It was a revolutionary experimental outboard designed by McCulloch's Advanced Development Division. It had many features that were to become standard equipment on outboards 40 years later. This proves there is no such thing as a new idea. I will quote from the McCulloch literature:

"With 125 HP, the R-120 is more compact than today's outboards of half the power. A 4-cylinder, radial 2-stroke engine, it

weighs only 260 lbs., hardly more than 2 lbs. per HP. It is 18" wide, 26" long and 52" high. The R-120 incorporates turbo-

supercharger plus re-entry turbine. At top speed, gets an estimated 17 free HP from supercharger-driven air impinging on

blades of crankshaft-mounted re-entry turbine. Has direct cylinder fuel injection to eliminate carburetors. Has forced-feed

lubrication to eliminate need for mixing gas and oil. Fuel injection delivers greater economy than is available in most 4-stoke

inboards. It has power steering, variable pitch propeller, power tilt and trim. Only the lower unit turns for steering."

Keep in mind this was 1961.

Next month we will cover Scott-made Hiawatha.

Welcome to the Feb/March 2004 issue of Outboard News, an electronic newsletter for the outboard enthusiast.

INDUSTRY NEWS

The big news from Mercury is the launch of the all new Project X family of motors at the 2004 Miami Boat Show. The new engine will be called Verado. It is the next generation of large 4 stroke engines, and will initially consist of four models ranging between 200 and 275 HP. Until now, the large Mercury 4 stroke engines were a combined project with Yamaha. The Verado engine though is entirely Mercury, from start to finish. Over 100 million dollars and four years were spent in the development. It is the first production engine in history to be supercharged. In the future, the new Verado technology will be extended down to the 115 to 200 HP range, eventually replacing the Optimax engine. Verado should be available in April, 2004. This fits in with Mercury's plan to eliminate all 2 stroke engines by 2007.

Bombardier plans to go in a different direction to meet the new anti-pollution laws. They will continue to develop and expand the new family of E-Tec engines, with models up to 250 HP. They will be based on the 3.3 liter 90 degree V-6 block that produces 250 HP in Evinrude's Ficht Ram models. Says Bombardier: "We've taken the best of both the 2 stroke and 4 stroke, thrown out the bad aspects of each, and combined them into one engine. The E-tec is quieter and cleaner than the 4 stroke." It is nice to see that the 2 stroke outboard motor will not entirely disappear, at least for now.

SERVICE DEPARTMENT

Spring is finally approaching, and it is almost time to unwrap the boat from its long winter storage. Will it start and run when you put it in the water for the first time? A lot depends on whether it was properly winterized in the fall. If it was, all you need to do is top off the gas tank with fresh fuel, make sure the lower unit is filled to the top, charge the battery, and install new spark plugs. The motor should now run as well as it did before it was put away in the fall. If you neglected to winterize it, you have more work to do. We will get into that in coming issues.

HISTORICAL

One type of promotion for outboard motors years ago was radio spots. These are seldom heard today, but were quite popular at one time. Of course, Mercury had their own way of doing things, boasting "Your customer will hear the difference-- tie in to Mercury Radio today!" Here is a recommended 50 second radio commercial from 1968:

Thunderbolt turns you on and keeps you going! Thunderbolt...designed and built by Mercury engineers...the first major breakthrough in outboard motor ignition in 50 years. Thunderbolt can deliver almost twice the electrical energy, twice as fast, as any other electronic ignition system. Just turn the key and Thunderbolt ignition fires up your Mercury. From idle all the way to full bore, power is smooth and steady. Thunderbolt ignition dramatically increases your engine's reliability, efficiency and safety because there are no breaker points to wear out or replace. No more ignition tune-ups--and timing never needs resetting. Mercury's Polar Gap spark plugs last for years...not for a few weeks. Even badly fouled, shorted or oiled plugs run fine when you can zap 40,000 Thunderbolt volts through them. You get Thunderbolt ignition on every Mercury from the 50 HP Merc 500 to the brand new 125 HP Merc 1250-- one reason they out perform anything in their class. See your Mercury outboard dealer and let Thunderbolt ignition turn you on!

Mercury even sponsored the evening news; "Listen to Bill Stern, Chet Huntley and Harry Reasoner: all brought to you by your Mercury Outboard Dealer."

Last issue we started talking about the Hiawatha motors made by Gale. Starting in 1956, Hiawatha was made by Scott-Atwater until production stopped in 1961. Here are the numbers:

Model HP

1956

65-OM-325-7960-A 3.6

65-OM-325-7970-A 5

65-OM-325-7985-A 7.5

65-OM-325-7995-A 16

65-OM-325-8005-A 30

65-OM-325-8006-A 30

1957

A25-7960 3.6

A25-7970 5

B25-7985 7.5

A25-7995 16

21-4254 35

21-4257 35

1958

OM3-7960C 3.6

OM3-7969 5

OM3-7987A 7.5

OM3-7992A 10

OM3-8015A 38

OM3-8016A 38

1959

OM3-7960C 3.6

OM3-7969A 5

OM3-7987B 7.5

OM3-7992B 10

OM3-8001A 25

OM3-8002A 25

OM3-8018A 40

1960, 1961

OM3-7960C 3.6

OM3-7960C 7.5

OM3-7994A 12

OM3-7998A 25

OM3-7999A 25

OM3-8000A 25

OM3-8019A 40

OM3-8020A 40

OM3-8024A 60

OM3-8025A 60

Hiawatha stopped production after 1961.

Welcome to the Fall 2004 issue of Outboard News, an electronic newsletter for the outboard enthusiast. This is the first newsletter since early spring, due to the time constraints of being in such a seasonal business, but newsletters should follow on a somewhat monthly basis.

INDUSTRY NEWS

The new technology being introduced by all the manufacturers is quite impressive. Mercury has reintroduced the Tower of Power; the only six cylinder in-line outboard. Starting in the late fifties and running strong for many years, the concept was dropped in 1988. Now the Verado continues the tradition, only as a four stroke. It is the only six cylinder in-line four stroke, giving it all the torque inherent in an in-line engine. It is small in displacement; 2.6L vs. 3.6L for the Suzuki 250 HP V-6 four stroke. To compensate, Mercury added a supercharger. The major engine components are aluminum, cast using a pressurized lost foam process. Gray iron cylinder liners are just 1.5mm in thickness. The head features dual overhead cams and four valves per cylinder. The cams have a hollow shaft to save weight, with sintered steel cam lobes welded onto the shaft. The cam to valve stem clearance is factory set and maintenance-free for the life of the engine. This is the first production outboard engine with a supercharger-a Lysholm-type, positive displacement with two teflon coated aluminum rotors. The housing is anodized aluminum, and the supercharger is belt driven from the flywheel-end of the engine by V-belts, which also drive a 70-amp alternator. Power steering comes standard, and it has digital controls, which mean no throttle and shift cables.

The second innovation is the Evinrude Vindicator by Bombardier, a two-cylinder, two-stroke direct injected outboard of 55 HP. This outboard can run on JP4,5 and 8; diesel 1 and 2; home heating oil #1; kerosene; gasoline; ethanol and bio-diesel. This technology has been demonstrated for the military on outboards of 30, 55, 80, 115, 150 and 200 HP and is in the final stages of development. The fuel selection changeover is made by the operation of a two-position switch on the starboard side of the engine: One position is for gasoline and the other position is for all other fuels. The microprocessor takes care of the rest. Production versions of this system will be limited to gasoline, diesel and kerosene. The Vindicator is made possible by the marriage of direct fuel injection and an innovative ignition system that is capable of firing the sparkplug multiple times during the power and induction stroke.

SERVICE

With the unpredictable weather we have gotten over the last few months, hurricanes and all, the most common question asked has been: What should I do if my motor has been submerged? I hope this never happens to your engine, but if it does, the correct response can make the difference between your motor running again with no damage done, and the motor becoming junk. Time is of the essence. Our goal is to get the motor running as soon as possible, hopefully with a day or two. As soon as the motor comes out of the water, remove the spark plugs and crank the engine over by hand until water no longer comes out of the spark plug holes. If it is a large HP engine with electric start, try cranking it over with the starter, if it works. If the starter does not work, you may have electrical problems best serviced by your local repair facility. In any event, try to get as much water out of it as possible, and squirt a liberal amount of oil in the cylinders. If your motor cranks over with smoothly, we will next need to drain the fuel system. If the gas tank has been submerged, it probably has water in it. Drain the gas tank and refill with fresh gas with some dry gas added. Next remove the gas line going into the carburetor, and let fresh gas flow through the system and drain into a container. When there is no longer any sign of water coming out, re-attach the fuel line to the carb. Then look for a fitting on the bottom of the carb to drain the bowl. It may be a drain, or it may be the access nut for the high speed jet, or it may be the high speed needle. Let all the water and gas drain out of the carb. Next inspect the ignition system. If you have a newer engine with electronic ignition, you will probably still have spark. If you have an older engine with points and condensers, you will have to pull the flywheel and blow out all traces of water with compressed air. Next, try to start the engine. It should start and run. I would suggest letting it run for at least 30 minutes to remove all traces of water from the engine, and you should be OK.

Please send in service related questions to be answered in future newsletters.

HISTORICAL

Last month we finished listing the numbers on Hiawatha outboards. Continuing in alphabetical order with Lauson, but skipping Johnson for now.

Lauson motors were made starting in 1940 as a single cylinder, 4 cycle air cooled outboard. They were popular with fishermen due to their excellent idling characteristics. After WWII, Lauson came out with a 6 HP motor with a gearshift. They contemplated a larger, radial design motor in the 50's, but dropped the idea. In 1956 Lauson sold out to Tecumseh.

Model HP

1940-47

Sport King OB-410 2.5

1948

Sport King single 3

Sport King Twin 6

1949

S300 3

T600 6

1950

S350 3

T650 6

1951

T651 6

T651R 6

1952

S351 3

T651 6

T651R 6

1953

S353 3

T653 6

T653R 6

1954

S353 3

T653 6

T653R 6

1955

S353 3

T653 6

T653N 6

T653R 6

1956

S353 3

T653 6

T653N 6

Production was discontinued in 1956

Welcome to the December 2004 issue of Outboard News, an electronic newsletter for the outboard enthusiast.

INDUSTRY NEWS

Outboard motor technology continues to evolve to suit the ever-changing demands of the marketplace, as well as a myriad of upcoming anti-pollution regulations. Most of the technology enhancements are aimed at the direct-injected two strokes. Evinrude's new E-TEC, and Mercury's Optimax are making strong challenges to the popular 4 strokes. Evinrude's E-TEC was introduced last year in two and three cylinder engines. This year they are unveiling the V-6 version of the E-TEC. They will be available in big-block 200, 225 and 250 HP models. These are not brand-new powerheads as were the five original E-TEC engines. Evinrude's 3.3L (200cid), 90-degree, big-block V-6 forms the basis for the for the new V-6 E-TECs. It's the same block Evinrude has used for years, but with different pistons, sleeves, exhausts, intakes and butterfly plenums. The old 3.3L block's cooling system has been extensively re-engineered to better cool the engine when running at full throttle. The pistons have been redesigned and the wrist pins moved to reduce piston slap. The oiling system has been changed so that the oil is delivered directly to the connecting rod bearings for better lubrication, and less oil is used in the process. The heart of the E-TEC system is a new fuel injector for the direct-injection system. Unlike Evinrude's Ficht system (still used on the small block V-6 engines and on the V-4's), which employs a solenoid at each cylinder to force fuel into the combustion chamber, E-TEC uses a coil surrounded by a magnet to move the piston. The coil acts just like a speaker coil, but drives a piston instead of a cone. The amount of fuel delivered to the cylinder depends on the length of the piston stroke. The E-TEC system has two major advantages: First, the E-TEC coil can develop more pressure (up to 700 psi) than the Ficht solenoid (500 psi), and secondly, the polarity of the coil can be reversed, allowing for better control of the piston and a quicker plunger return. According to Bombardier engineers, the soot problems that affected early Ficht systems have been totally eliminated with E-TEC. The new system's increased injection pressures ensure better atomization of the fuel, and a re-designed nozzle swirls the fuel as it enters the combustion chamber. In addition, the intensity and duration of the spark ignition is tailored to the needs of the engine depending on engine speed and loading. All three features contribute to cleaner burning and increased spark plug life. The E-TEC line of engines will continue to expand. The technology can be used on engines as small as 3 HP.

The next set of anti-pollution regulations the marine industry will have to deal with is carbon monoxide (CO) emissions. The direct-injection two-strokes offer the lowest CO levels of any current technology, so they are best prepared to handle the new regulations. The four-stroke outboard manufacturers have recently been looking into the implementation of catalytic converters. This has been a proven method for reducing CO emissions in autos for years, but it remains to be seen how catalytic converters will hold up to the marine environment, and what affect it will have on the price of four-strokes.

SERVICE

Now that most boats are put away for the winter, you may ask yourself: Did I put stabilizer in the fuel tank? Well, if not, it's not too late. According to Mercury Marine, today's fuel begins to deteriorate after only 15 days. In fact, it's a good idea to always add stabilizer to your gas, no matter what time of year. One final note to all you cold climate boaters: did you check the lower unit for signs of water? Just a little water in the lower unit can result in cracked housings and rusted bearings in the spring. Go check it today.

NEW PARTS

We are always searching for new supplies of parts for old motors. We have recently found a supplier of new breaker points for the 3 cylinder Scott-McCulloch motors from 1960-69. These are newly made, not old stock. We also have a fresh supply of new cylinder head gaskets for the same 3-cylinder Scotts. Another new item we just discovered are new ignition coils that will fit the 16 HP Scott-Atwater and Firestone motors. I know of many motors that were junked due to a lack of coils; well, no more. They will also fit many other motors with a Wico ignition with the large size coil arbor.

HISTORICAL

The years following the close of WWII saw the appearance of many minor outboard brands. One of those was Majestic. They first appeared in 1950 and were made by Champion. They were referred to as "King of the Outboard Motors", and quietly disappeared from the scene in 1958 along with Champion.

Model HP

1950

1MBB Standard Single 4.2

2MB Deluxe Single 4.2

4MB Deluxe Lite Twin 7.9

1951

same as 1950

1952

same as 1950

1953

M-2L Fisherman Special 3.5

M-3L-GS Gear Shift 5

M-4L-GS Gear Shift 8.5

1954

M-2LL Fisherman Special 3.5

M-3LL-GS Gear Shift 5.5

M-4LL-GS Gear Shift 7.5

M-6LL-GS Gear Shift 15

1955

same as 1954

1956

M-2N Fisherman Special 4.2

M-3NGS Gear Shift 6

M-4NGS Gear Shift 7.8

M-6NGS Gear Shift 15

1957

M-2N Fisherman Special 4.2

M-3N-GS Gear Shift 6

M-4N-GS Gear Shift 7.8

M-6N-GS Gear Shift 15

Production discontinued

Welcome to the January 2005 issue of OUTBOARD NEWS, an electronic newsletter for the outboard enthusiast.

INDUSTRY NEWS

As we enter the new year, it is interesting to note the different directions the domestic outboard manufacturers are moving in. There are three names, and three different philosophies of how the meet the needs of boaters in the future. Here is a rundown of the three:

Mercury will be taking the four stroke route entirely by developing new and sophisticated designs to gradually replace their two strokes. The Verado, which is a 6 cylinder in line four stroke with supercharging, aftercooling, and digital throttle and shift, will begin to replace the popular Optimax direct injected two strokes. The Verado is available in 200, 225, 250 and 275 HP for 2005. In 2006, the Verado line will include a 135, 150, and 175 HP four cylinder engine. In recent years, some of Mercury's larger V-block four strokes had components made by Yamaha. This will be ending, as Mercury terminates a relationship with Yamaha that dates back at least 30 years. By 2008, all the Mercury two strokes will be gone.

Evinrude is staking their future on the continuation of two stroke technology. They are convinced that their new E-Tec technology will prove superior to four strokes. They have added a 3.3 liter V-6 E-Tec that puts out 200, 225 and 250 HP. The E-Tec spans the range of 60 to 250 HP, and will soon debut in the low HP segment of the market. They claim the E-Tecs are lighter, simpler, cleaner, and just as quiet as any four stroke.

Johnson's future intentions are somewhat cloudier. Johnson's line-up of motors is divided between four strokes and old technology carbureted two strokes. The four strokes are all being manufactured by Suzuki. The 8 HP four stroke has been dropped, which was the last OMC designed four stroke in the line. Since all carbureted two strokes must be gone in a few years to satisfy the anti-pollution regulations, Johnson will not be left with much.

I think Evinrude will do well, because there will always be a demand for a two stroke outboard. Mercury will have a difficult time competing with the foreign motors, who have more experience in four strokes, but I think their reputation and name will carry them through. Johnson's future is a little less certain, unless they have some new technology in the works.

SERVICE

One of the most common service questions asked is about propellers. We will start this month with some propeller basics: Pitch and diameter.

Props are identified by their diameter and pitch. When you see a prop marked 13.75x21, the first number refers to the prop's diameter, which is defined as twice the distance from the center of the hub to the outer edge of the blade. (measured in inches). The second number designates the pitch, or the distance the prop will move the boat forward with each revolution. In this example, the blades will draw a 13.75 inch diameter circle and the prop will move the boat forward 21 inches each time it goes around.

In reality, the prop won't move the boat forward 21 inches per revolution; the actual distance will be somewhat less and the difference is called prop slip. This is not a bad thing, because a prop must slip to develop thrust. Prop slip can be as little as 8 percent for fast, lightweight hulls, and as much as 20 percent for heavier boats.

Engine manufacturers specify a maximum wide-open-throttle (WOT) rpm limit, or more often, a WOT rpm range. The objective is to select a prop that allows the engine to rev to this limit or into this range when operating at WOT while the boat is carrying a typical load. Pitch is the measurement that most closely controls WOT rpm.

As a general rule and depending on gear ratio, we can expect engine speed to go up by 100 to 200 rpm for each 1-inch reduction in pitch. Conversely, for every 1-inch increase, engine speed will fall by 100 to 200 rpm. Keep in mind that engine is not the same as boat speed.

Next month: Number of blades

HISTORICAL

In the 1950's the race was on for larger and faster outboard motors. The major manufacturers such as OMC, Mercury and Scott kept adding cylinders and cubic inches in the HP race, but some, such as Oliver, took a different approach. In a press release dated April 28, 1958, Oliver boasts:

"This is another step forward and is an Oliver FIRST in large horsepower in the industry. It is accomplished through the use of two of our present field proven Olympus motors with matched counter rotating propellers. The practical elimination of torque and cavitation through the counter rotating props, greatly improves the ease of steering of a boat. Additional top speed of 3 to 4 MPH with counter rotating props can be expected. The factory list price for this is $1280.00 for two motors."

This is the first instance of a large HP twin engine counter rotating design. It did not prove too popular, mainly due to the high initial cost. A Mercury Mark 78 could be purchased in 1958 for $950. The counter rotation idea faded from view with the demise of Oliver in 1960, only to become popular again many years later with the advent of high horsepower outboards. To make a motor counter rotating, Oliver made a simple modification to the shift linkage bell crank in the exhaust housing, and changed the prop. The forward gear would become the reverse gear, and the reverse would become the forward. Oliver sold a kit for the do-it-yourselfer to change his motor to counter rotating. Oliver was traveling in uncharted water though. In June of 1958, Oliver issued a service bulletin to correct previous instructions. It instructed you to install the right hand rotation engine on the starboard side of the boat, and the left hand engine on the port side. Trial and error....

This month we will list the numbers for Martin outboard motors.

Model HP starting serial number

1946

60 7.2 25000

1947

40 4.5 15000

60 7.2 25000

1948

20 2.3 5000

40 4.5 15000

60 7.2 25000

1949

20 2.3 5000

40 4.5 15000

60 7.2 25000

1950

20 2.3 5000

40 4.5 15000

60 7.2 25000

66 7.2 25000

Hi-Speed 60 7.2 25000

100 10 55000

1951

20 2.3 5000

45 Synchro-twist 4.5 15000

75 Synchro-twist 7.5 25000

75 Twist Shift 7.5 25000

Hi-Speed 60 7.5 25000

Hi-Speed 100 10 55000

Standard 100 10 55000

1952

45 4.5 Synchro-twist

75 Aquamatic 7.5 Twist Shift

100 Aquamatic 10 Twist Shift

1953

20 2.3 5000

45 4.5 Synchro-twist

75 Aquamatic 7.5 Twist Shift

100 Aquamatic 10 Twist Shift

200-EHA Silver streak 20 65000

200-EHO3 Silver Streak 20 65000

1954

20 2.3 A-15000

45 4.5 BB-58000

75 7.5 CC-117000

100 10 DB-19000

200 20 EHD-9000

200 20 EHA-9000

Production discontinued

Welcome to the Fall 2005 issue of OUTBOARD NEWS, an electronic newsletter for the outboard enthusiast. We regret that there were no spring or summer issues, due to the time constraints that exist in such a seasonal industry.

INDUSTRY NEWS

Mercury has recently confirmed their plans to completely exit the traditional two-stroke outboard market. The last two-stroke was shipped on May 27, 2005. After that date, only four-stroke outboards will be available from the factory. The line-up will include small HP motors made by Tohatsu and mid-range motors made by Yamaha.

A decision has been made in the lawsuit brought by Brunswick Corp against Yamaha Motors Corp. In the suit, Mercury claimed that Yamaha has been dumping outboard motors in the US marketplace, at artificially low prices, hurting US manufacturers. The decision is: yes and no. The US International Trade Commission has ruled that Yamaha has been dumping outboards, but that Mercury has not been harmed by it. If the Commission had ruled completely in Mercury's favor, tariffs would have been imposed on imports, thus raising their cost. Yamaha intends to adjust their prices to avoid the suit being refiled.

This will effectively end a collaboration between Mercury and Yamaha that stretches back some 30 years. In recent years, Yamaha has been supplying 4 stroke powerheads to Mercury for some mid range engines. This will end when the contract expires in 2006.

Bombardier Recreational Products has received the Clean Air Excellence Award from the EPA. for its Evinrude E-TEC outboard engine. This is the first time ever a marine engine manufacturer has received an award of Clean Air Excellence by the EPA. BRP has demonstrated that with the new E-TEC engines, carbon monoxide emissions are typically 30 to 50 percent lower that a similar 4-stroke engine and, at idle, are lower by a factor of 50 to 100 times.

SERVICE

Last month we began a discussion of one of the most misunderstood parts of an outboard motor: the propeller. This month we look at what effect the number of blades have.

In theory, the most efficient propeller would be a single-blade design. Unfortunately, it would be extremely difficult to balance. Two-blade props were popular in the 1950's and 60's, but are seldom seen today. Three and four blade props are currently the most popular, and the more blades a prop has, the smoother it runs.

Also, as the number of blades increases, the propeller's resistance through the water increases. Depending on engine set-up and boat size, this may reduce performance. In numerous instances, however, performance can be improved- particularly on high-performance rigs. Four blade props tend to keep more blade area in the water while allowing the prop to operate nearer the surface. On offshore boats, this can reduce ventilation problems when operating in rough seas. For sterndrives, it can also permit operators to use more positive trim for increased speed. On outboards, it can allow higher engine-mounting positions for reduced lower-unit drag, again resulting in better top end speed.

A four-blade prop can enhance the performance of a large cruiser, too. Heavy boats need more blade area to carry the load. This can be accomplished in several ways. The first is by increasing prop diameter, but there are practical limits due to engine design. Making the blades larger on a three-blade prop or adding more blades also increases blade area. Larger, heavier boats that use "elephant ear" three-blades or four or five-blade props may suffer a slight loss in top end speed, but will correspondingly show an improvement in midrange efficiency and acceleration. They are also likely to let the boat hold plane at lower speeds and offer better handling around the dock.

When changing from a three to four-blade prop the rule of thumb is to drop 1 inch in pitch.

Next issue- cup, rake and pitch.

HISTORICAL

This month we will discuss McCulloch outboard motors. The McCulloch story is a fascinating story, worthy of a whole book, but the short version begins in 1956. The Mcculloch Corporation, which was already well known for its 2-cycle chain saws and kart engines, was looking to diversify, and decided the booming and profitable outboard motor business was the perfect venue. They acquired Scott-Atwater, and jumped right into the boat motor business. Robert McCulloch, who was a champion outboard hydroplane racer, then applied his innovation genius to the outboards, and produced many designs that were years ahead of their time. The company kept the Scott name alive until 1964, when the motors began carrying the McCulloch name. Production petered out in the late 60's with some Sears labeled McCullochs remaining until about 1971. Replacement parts remained readily available through Mcculloch until the early 80's. When the company was sold to overseas interests after Robert McCulloch's death, all outboard related items were dropped. But the question remains, why did McCulloch stop producing outboard motors? The answer is..... A BRIDGE. For more of the McCulloch story, go to the Reference page of our website. It is too long to print here.

Model HP

1958

3085 3.6

3785 5

3383 7.5

3885 10

3985 16

135 22

335 22

1336 40

1536 40

1636 40

3685 40

332 60

1959

130A 3.6

137A 5

133A 7.5

138A 10

135A, 335A 25

136A, 336A, 536A 40

332A 60

1960

A3BB 3.6

A3EB 7.5

A3FB 12

A3GB,C3GB 25

A3HB,C3HB,E3HB 40

C3JB, D3JB 60

1961, 1962, 1963 Year is designated by first two digits of serial number.

Scotty 3.6

Fishing Scott 7.5

Fleet Scott 14.1

Sport Scott 27.7

Royal Scott 43.7

Flying Scott 75.2

Next issue will will list the McCulloch labeled motors starting in 1964.

Robert McCulloch; an outboard innovator

     Robert P McCulloch was born May 11, 1911, into a family that already included several visionaries. His maternal grandfather, John Beggs, made his fortune by investing in Thomas Edison's inventions, and founded Milwaukee's public utility system. His own father was the president of United Railway Company, a trolley car and inter-urban railroad.
     Robert McCulloch, along with his two siblings, inherited his Grandfather Beggs's fortune on 1925. Pursuing engineering, he attended Princeton University in 1928, but transferred to Stanford a year later. He took with him his love for boat racing, and by the time he graduated in 1932, he had won 2 national championship trophies for outboard hydroplane racing.
     Two years after he graduated, he married Barbra Ann Briggs, whose parents were the Briggs of Briggs and Stratton. His first manufacturing endeavor was McCulloch Engineering Company, located in Milwaukee, Wisconsin. There he built racing engines and superchargers. In his early 30's he sold the company to Borg-Warner Corp for 1 million dollars.
     McCulloch then started McCulloch Aviation, which he moved to California within three years. In 1946 he changed his company's name to McCulloch Motors. Building small gasoline engines, his competitors included his in-laws and Ralph Evinrude. Evinrude led the market for boat motors, while Briggs and Stratton pulled ahead in the lawn mower and garden tractor market.
     It was the chainsaw niche that McCulloch dominated, beginning with the first chainsaw with his name on it, manufactured in 1948. By the next year, McCulloch's 3-25 further revolutionized the market, with the one man, light weight chainsaw.
     Robert McCulloch's empire continued to expand, with the creation of McCulloch Oil Corporation in the 1950's. C.V, Wood, who had been involved with the planning of the original Disneyland and the first Six Flags park in Arlington Texas, became the president of McCulloch Oil. McCulloch Oil pursued oil and gas exploration, land development and geothermal energy.
     In spite of Evinrude's market lead, McCulloch continued to pursue McCulloch Motor's quest for the outboard market during the next decade. This quest led him to Lake Havasu, in that search for a test site. The search turned into something far beyond the imagination and expectations of most people, and changed the course of Arizona history.
     McCulloch was famous for innovation and new ideas, which he brought with him to the outboard business. One of these ideas was marketing a complete line of factory matched boat, motor, and trailer combinations. The customer could purchase the complete package, already put together and rigged at the factory. This idea became very popular 25 years later with such companies as Bayliner. The McCulloch boats were very innovative as well, with features not seen on any other boat. But that is another story. McCulloch also produced a very successful racing version of the 75 HP motor, with a custom lower unit. McCulloch also had the first surface gap spark plug, 100 to 1 oil mixture, the first modern low profile fishing motor, the first diesel powered outboard, and much more. Some projects which were in the experimental phase were a 125 HP four cylinder, radial 2 stroke outboard. It measured 18" wide, 26" long and 52" high and weighed 260 lbs. It was called the R-120, and incorporated a turbo-supercharger plus re-entry turbine. It had fuel injection plus force feed lubrication to eliminate the need for mixing gas and oil. It had power steering, power tilt and trim and a variable pitch prop.
     To properly utilize his newly developed Lake Havasu test site, McCulloch built a dynamometer boat, a virtual floating laboratory for testing his outboards.
     Lake Havasu, named for the Mohave word "Havasu", which means "blue water", sparked the imagination of McCulloch, who purchased 3500 acres of lakeside property along Pittsburgh Point, the peninsula that would eventually be transformed into "the island". The property had originally been purchased from the Santa Fe Railroad, by World War II veterans.
     In 1963, on the courthouse steps of Kingman, Arizona, McCulloch purchase a 26 square mile parcel of barren desert, that would become the site for Lake Havasu City. At the time, it was the largest single tract of state land ever sold in Arizona, and the cost per acre was under $75.
     McCulloch Properties, Inc., a subsidiary of McCulloch Oil, was the division that that developed Lake Havasu City. One of the first steps was to purchase Holly Development, in 1964, to utilize their licensed real estate force.
     McCulloch had purchased 11 Lockheed Electras, and formed McCulloch International Airlines, to fly in prospective buyers from all over the country. Splashy magazine ads enticed snow-weary would be customers to take a free flight to Paradise. When they arrived, they were greeted by one of the Holly salesmen, who taxied them around in the trademark white Jeep. In all, there were 40 identical vehicles in the fleet, said to be the largest contingent of white Jeeps in the world.
     To spur the growth of the infant city, in 1964 McCulloch opened a chainsaw factory in the new community. Within two years there were three manufacturing plants, with 400 employees. Yet it was the purchase of the London Bridge, in 1968, that gave the worldwide exposure to the development.. McCulloch was searching for a unique attraction for his city, which eventually took him to London.
     By the early 60's, it was apparent that the London Bridge was gradually sinking into the River Thames. It was decided that a new bridge would need to be built. But rather than razing the bridge, it was decided to put the historic landmark on the auction block.
     When casting his bid for the London Bridge, McCulloch doubled the estimated cost of dismantling the structure, which was 1.2 million dollars, bringing the price to $2,400,000. He then added on $60,000, a thousand dollars for each year of his age. This earned him the winning bid, and in 1968 he became the new owner of the London Bridge.
     It took three years to complete the project. The structure was dismantled brick by brick, with each piece marked and numbered. The granite pieces were stacked at the Surrey Commercial Docks, and then were shipped through the Panama Canal, to Long Beach California. From Long Beach the granite blocks were trucked 300 miles inland.
     The peninsula was then transformed into an island, as a mile long bridge channel was dredged, giving purpose to the transplanted landmark. Included with the bridge purchase, were the unique lampposts, molded from French cannons captured during the 1815 battle of Waterloo.
     Unfortunately, this created a drain on McCulloch's resources, as the cost to dismantle, transport, and reassemble the bridge turned out to much higher than anticipated. Consequently, the line of McCulloch outboard motors dropped by the wayside, along with some of McCulloch's other endeavors.
     Lake Havasu City became a huge success, and Robert McCulloch realized his dream of transforming the Arizona desert. He died in 1977.
Waterman-the first outboard motor
It was commonly believed for many years that Ole Evinrude invented the outboard motor. We have all heard the story of how Ole wanted a quicker way to cross the lake for ice cream for Bess, but three years prior to that, Cameron B Waterman applied for a patent for the same contraption-the outboard motor. Waterman was the first to produce and distribute an outboard motor, and he ended up selling 30,000 of them. He continued until about 1916, when he sold his operation and patent to the Arrow company, and he moved on to other endeavors.
     Meanwhile, Evinrude was still building and selling his outboard motors, even after Arrow went out of business in 1924. Evinrude eventually laid claim to the invention, an assertion that went undisputed by Waterman.
     Evinrude continued to claim title of inventor until 1950, when Mercury did some digging in the name of public relations. In 1949 Mercury hired an investigator to research at the US Patent Office, and found Waterman's patents. The company invited Waterman to the New York Boat Show, where he was celebrated as the outboard's real inventor.
     In 1950 Mercury featured Waterman in an ad sitting on a dock with a Mercury, poking holes in the prevailing belief that Evinrude invented the motor. Waterman, who always said he had invented the outboard because he was tired of rowing, was pictured with the statement: "Thanks to Cameron B Waterman, fishing is all fun because he didn't like to row." Waterman received a new 1950 Mercury 25 for his efforts.
     Waterman, who died in 1955, says that he ordered a motorcycle in 1902, according the the Grosse Ile Historical Society in Michigan. When he removed the engine to clean it, hanging it on the back of his office chair, it occurred to him that he could hang it on the transom of a rowboat, attach a propeller to it and drive it.
     "If I hinge the engine to the back of the boat, it could be used to steer as well as propel it," Waterman's account states. "Then in my mind, I provided it with a tiller and mounted a gasoline tank near the tiller to make the whole a self-sufficient unit. One final idea was to allow the engine to tilt up to a horizontal position to protect it in the absence of a keel or skeg."
     "I took my drawings to a machine shop in Detroit to a friend who agreed to build it if I would get the motorcycle engine. I wrote to Glenn Curtiss and got a 3HP 4-cycle engine." Waterman wrote.
     In February 1905 they took their working model to Grosse Ile in the Detroit River and attached to a 15 ft steel rowboat. "Although the river was full of icecakes, the tryout was a complete success except for the fact that once a piece of ice got caught between the chain and sprocket causing the chain to run off the sprocket," Waterman said. "We rowed ashore to replace the chain."
     It was then that someone suggested Waterman dub the invention "outboard motor", instead of "boat propelling device" or "porta-motor" as he'd been calling it. The name stuck, and at that point they knew it worked.
     In 1907 they sold 3,000 motors and about the same in 1908. Then in 1909, when the Evinrude hit the market, their sales doubled, "Because that convinced people that we had a practical machine and not a silly gadget, " Waterman said.
     They sold the business in 1917 due to other interests. Waterman entered the army during World War I, and later became a patent attorney.