1965 omc electric shift manual. 1. 1965 OMC ELECTRIC SHIFT MANUAL - TABLE OF CONTENT Introduction Brief Description Main Topic Technical Note Appendix Glossary COPYRIGHT 2015, ALL RIGHT RESERVED Save this Book to Read 1965 omc electric shift manual PDF eBook at our Online Library. Get 1965 omc electric shift manual PDF file for free from our online library PDF file: 1965 omc electric shift manual Page: 1. 1965 OMC ELECTRIC SHIFT MANUAL This 1965 OMC ELECTRIC SHIFT MANUAL PDF start with Intro, Brief Session up until the Index/Glossary page, read the table of content for additional information, when presented. It will discuss primarily around the above topic coupled with further information associated with it.
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I am looking for some oil for my old Johnson, but it is hard to find. Are the other manufacturers that does make compatible oil? 'Type b' compatible oil is easy to find Found this one at Pennzoil PENNZOIL MARINE® OUTBOARD GEAR LUBE may be used in all outboard gear cases where an SAE 80W-90 API GL-4 gear lubricant or older Type C is specified. #4947 Are there others? After searching this forum I found many advices but. The Omc 'Type C' are now replaced by OMC Premium Blend. It is a 80w oil Can be replaced by ATF oil??
(have heard this one from an local mecanic too ) Got the lower unit separated into pieces,got new seals + gaskets + o-rings + new hub/spring (forward) + new electric wire,just wanted the correct oil before reassembling. Re: Omc type C, Premium oil,replacements Having problems finding 'Bombardier (OMC) Premium Blend' thats why asking about compatible oil.
I have just replaced the spring and the hub ( no wisible wear on the old one ),thats one of the reasons I wanted the correct oil The gear was slipping,when rebuilding I found: Wrong oil + some water Bad electric wire ( what to do when lowering the lower unit? Cut wire, some duck tape and it is good as new.) Got the parts,all brand new, just missing the oil,will take some phone calls next year trying to locate some. Re: Omc type C, Premium oil,replacements First,thanks for all advices.
There is no problems getting this oil outside Norway, was looking for other brands that were compatible,it would be a lot easier to get the locale shops to order if I could give them a brand and correct type,something like Castrol,Shell,Pennzoil ( can get them to order this one, I believe ) Don´t think the postage services like people shipping oil in the mail:-), don´t think the local customs will be to happy either. But thanks for the offer.
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Omc Shift Control Parts
Began production of the stern drive in 1962 with their first model. The first model; known as the Stringer outdrive - was produced between 1962 and 1968. The lower cases had a bullet style housing which later changed to a more conventional shaped lower unit. First generation Stringers made from 1962 to 1963 came with an 80 or 90 hp. Engine; and in 1964 manufactured a slightly heavier duty lower unit powered by Chevy and Buick engines.
These models came powered by either a 120 hp. Chevy in-line 4 cylinder, 150 hp. V6 Buick or a 200 V8 Buick. The Buick motors were discontinued in later years; and in 1969 the 5.0L 305 Chevy V8 was added along with a modern 4.3 Liter 262 Chevy V6 in 1973. Ford 5.0L 302 and 5.8L 351 V8 engines were added 2 years later. During that early stern drive era of engineering - Mercruiser (Mercury) and Volvo designed their drives to be mounted in the traditional transom mount style.
Omc Shift Throttle Control Box
OMC came up with a mounting design where the motor and outdrive were attached to the boat’s Stringers – hence the name ‘Stringer’. The unit was mated with the intermediate housing which was sealed with a large, rubber transom seal. At the time, Volvo and Mercury (MerCruiser) used a u-joint design which allowed the drive to be run when tilted up and turned. OMC engineers opted for a less conventional design (due to patent restrictions owned by Volvo); and decided to use ball gears instead of u-joints for the power transfer from engine to outdrive. One press on ball gear was on the end of the intermediate drive shaft coming out of the engine coupler for years 1969 to 1972.
The other gear on the upper case driven shaft. This odd design from motor / coupler to stern drive allowed both to mate fully when the drive was tilted down a hundred percent; but when tilted up at any degree, the knuckle gears would only mesh with each other on certain spots on the knuckles which typically lead to premature wear which would call for the gear to be replaced sooner than their engineers had predicted. The ball gear with plug was only sold as one piece unit up to 1972. Replacement cost for one with shaft-retainer seal assembly in 1972 was over $500.00 and average life span was 250 hours on V8 225 hp. In 1973 they redesigned unit to bolt on with a taper and nut with replacement cost of $60.00. Stringer models used an innovative shifting system in which the lower unit contained magnetic coils which engage the lower unit into forward or reverse.
Omc Cobra Shift
MerCruiser and Volvo used a traditional mechanical shifting system at the time. The shifting system used current that was sent to electromagnetic coils when the operator would engage the drive into gear. The spun freely around the hub when in neutral; when the operator would select a gear – the forward or reverse the electromagnetic coils would cause either the forward or reverse spring to immediately lock onto the hub forcing it into gear.
The unit did have some design flaws other than the ball gear system. The clutch springs were relatively thin; and tended to break on the end if too much force was put upon them. This could be caused by engaging the drive into gear with the RPM above 650 or reckless shifting. A lower viscosity thinner type C oil had to be used in the lowers. The upper case up to the year 1972 used a longer drive shaft and water impeller shaft.
These upper housings were sometimes called high profile models. In 1973 and early 1974 the upper unit was redesigned to use a shorter drive shaft (4.6”) and impeller shaft (5.6”). These updated upper housings were sometimes called low profile to distinguish them from the earlier higher profile models. OMC stopped production of the electric shift lower unit in 1977. To continue reading about the history of the 400 and 800 models.
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