Mercury 75, 75 MARATHON, 75 SEA PRO, 115, 125 Service Manual

SERVICE

MANUAL

MODELS

Printed in U.S.A.

75 • 75 MARATHON • 75 SEA PRO

90 • 100 • 115 • 125 • 65/80 JET

With Serial Numbers

United States 0D283222 and Above. . .

Belgium 09793577 and Above. . . . . . . .

1997, Mercury Marine

90-830234R3 DECEMBER 1997

Notice

Throughout this publication, “Dangers”, “Warnings”
and “Cautions” (accompanied by the International
HAZARD Symbol
to special instructions concerning a particular service
or operation that may be hazardous if performed in­correctly or carelessly.

FULLY!

These “Safety Alerts” alone cannot eliminate the haz­ards that they signal. Strict compliance to these spe­cial instructions when performing the service, plus
“Common Sense” operation, are major accident pre­vention measures.

DANGER - Immediate hazards which WILL result
in severe personal injury or death.

) are used to alert the mechanic

OBSERVE THEM CARE-

DANGER

who uses a service procedure and/or tool, which is
not recommended by the manufacturer, first must
completely satisfy himself that neither his nor the
products safety will be endangered by the service
procedure selected.

All information, illustrations and specifications con­tained in this manual are based on the latest product
information available at the time of publication. As re­quired, revisions to this manual will be sent to all deal­ers contracted by us to sell and/or service these prod­ucts.

It should be kept in mind, while working on the prod­uct, that the electrical system and ignition system are
capable of violent and damaging short circuits or se­vere electrical shocks. When performing any work
where electrical terminals could possibly be
grounded or touched by the mechanic, the battery
cables should be disconnected at the battery.

WARNING

WARNING - Hazards or unsafe practices which
COULD result in severe personal injury or death.

CAUTION

Hazards or unsafe practices which could result
in minor personal injury or product or property
damage.

Notice to Users of This
Manual

This service manual has been written and published
by the Service Department of Mercury Marine to aid
our dealers’ mechanics and company service per­sonnel when servicing the products described here­in.

It is assumed that these personnel are familiar with
the servicing procedures of these products, or like or
similar products manufactured and marketed by
Mercury Marine, that they have been trained in the
recommended servicing procedures of these prod­ucts which includes the use of mechanics’ common
hand tools and the special Mercury Marine or recom­mended tools from other suppliers.

We could not possibly know of and advise the service
trade of all conceivable procedures by which a ser­vice might be performed and of the possible hazards
and/or results of each method. We have not under­taken any such wide evaluation. Therefore, anyone

Any time the intake or exhaust openings are exposed
during service they should be covered to protect
against accidental entrance of foreign material which
could enter the cylinders and cause extensive inter­nal damage when the engine is started.

It is important to note, during any maintenance proce­dure replacement fasteners must have the same
measurements and strength as those removed.
Numbers on the heads of the metric bolts and on the
surfaces of metric nuts indicate their strength. Ameri­can bolts use radial lines for this purpose, while most
American nuts do not have strength markings. Mis­matched or incorrect fasteners can result in damage
or malfunction, or possibly personal injury. There­fore, fasteners removed should be saved for reuse in
the same locations whenever possible. Where the
fasteners are not satisfactory for re-use, care should
be taken to select a replacement that matches the
original.

Cleanliness and Care of
Outboard Motor

A marine power product is a combination of many
machined, honed, polished and lapped surfaces with
tolerances that are measured in the ten thousands of
an inch./mm. When any product component is serv­iced, care and cleanliness are important. Throughout
this manual, it should be understood that proper
cleaning, and protection of machined surfaces and
friction areas is a part of the repair procedure. This is
considered standard shop practice even if not specif­ically stated.

i90-830234R3 DECEMBER 1997

Whenever components are removed for service,
they should be retained in order. At the time of instal­lation, they should be installed in the same locations
and with the same mating surfaces as when re­moved.

Before raising or removing and outboard engine from
a boat, the following precautions should be adhered
to:

How To Use This Manual

The manual is divided into SECTIONS (shown, right)
which represents major components and systems.

Some SECTIONS are further divided into PARTS.
Each P ART has a title page. A “T able of Contents” for
the particular P ART is printed on the back page of the
title page.

1. Check that flywheel is secured to end of crank­shaft with a locknut and lifting eye is threaded into
flywheel a minimum of 5 turns.

2. Connect a hoist of suitable strength to the lifting
eye.

In addition, personnel should not work on or under an
outboard which is suspended. Outboards should be
attached to work stands, or lowered to ground as
soon as possible.

We reserve the right to make changes to this manual
without prior notification.

Refer to dealer service bulletins for other pertinent in­formation concerning the products described in this
manual.

Propeller Information

For in-depth information on marine propellers and
boat performance – see your Authorized Dealer for
the illustrated “What Y ou Should Know About Quick­silver Propellers... and Boat Performance Informa­tion” (90-86144).

SECTIONS and PARTS are listed on the “Service
Manual Outline” sheet which immediately follows the
cover of this book.

Page Numbering

Two number groups appear at the bottom of each
page. The example below is self-explanatory.

90-830234 R3 NOVEMBER 1997

Revision No. 3

Month of Printing

Year of Printing

EXAMPLE:

LOWER UNIT - 6A-7

Section Description

Section Number

Part of Section Letter

Page Number

ii 90-830234R3 DECEMBER 1997

Service Manual Outline

Section 1 - Important Information

A - Specifications
B - Maintenance
C - General Information
D - Outboard Installation

Section 2 - Electrical

A - Ignition
B - Charging & Starting System
C - Timing, Synchronizing & Adjusting
D - Wiring Diagrams

Section 3 - Fuel System

A - Fuel Pump
B - Carburetor
C - Oil Injection
D - Emissions

Section 4 - Powerhead
Section 5 - Mid-Section

A - Clamp/Swivel Brackets & Drive Shaft Housing
B - Power Trim (S/N-USA 0G360002/BEL-9934136 and Below)
C - Power Trim (S/N-USA 0G360003/BEL-9934137 and Above)
D - Shock Absorber
E - Manual Tilt

Section 6 - Lower Unit

A - Lower Unit
B - Jet Drive

Section 7 - Attachments/Control Linkage

A - Throttle/Shift Linkage
B - Tiller Handle

Section 8 - Manual Starter

Important
Information

1

Electrical

2

Fuel System

3

Powerhead

4

Mid-Section

5

Lower Unit

6

Attachments/
Control Linkage

7

Manual Starter

8

90-830234R3 DECEMBER 1997

iii

IMPORTANT
INFORMATION

1

A

SPECIFICATIONS

52485

Table of Contents

Master Specifications 1A-1. . . . . . . . . . . . . . . . . . . . .

Page

1A-0 - IMPORTANT INFORMATION 90-830234R3 DECEMBER 1997

Master Specifications

Model 65/80 Jet/75/90/100/115/125

HORSEPOWER

(KW)

OUTBOARD

WEIGHT

CYLINDER

BLOCK

STROKE Length 2.93 in. (74.42mm)

CYLINDER

BORE

PISTON Piston Type

REEDS Reed Stand Open (Max.)

TEMPERATURE

SWITCH

Model 75
Model 65 Jet/90
Model 100
Model 80 Jet/115
Model 125

Model 65 Jet
Model 75/90
Model 80 Jet
Model 100/115/125

Model 65 Jet/75/90

Type
Displacement

Model 80 Jet/100/115/125

Type
Displacement

Diameter (Standard)
Taper/Out of Round Maximum
Bore Type

Standard

0.015 in. (0.381mm) Oversize

0.030 in. (0.762mm) Oversize

Reed Stop (Max.)

T emperature Normal
190°F ± 8° (88°C ± 4°C)
170°F ± 8° (77°C ± 4°C)

75 (55.9)

90 (67.1)
100 (74.6)
115 (85.8)
125 (93.2)

315 lbs. (143kg)
305 lbs. (139kg)
357 lbs. (162kg)
348 lbs. (158kg)

In-line 3 Cylinder, 2 Cycle, Loop Charged

84.6 cu. in. (1387cc)

In-Line 4 Cylinder, 2 Cycle, Loop Charged

112.8 cu. in. (1848.8cc)

3.50 in. (88.9mm)

0.003 in. (0.076mm)
Cast Iron

Aluminum

3.495 in. (88.773mm)

3.510 in. (89.154mm)

3.525 in. (89.535mm)

0.020 in. (0.50mm)
Not Adjustable

Open – No Continuity

Closed – Continuity

Open – No Continuity

GEAR

HOUSING

FUEL

SYSTEM

Model 75/90

Gear Ratio
Gearcase Capacity
Forward Gear - No. of Teeth-Type
Pinion Gear - No. of Teeth-Type
Pinion Height
Forward Gear Backlash
Water Pressure @ RPM

Model 100/115/125

Gear Ratio
Gearcase Capacity
Forward Gear - No. of Teeth-Type
Pinion Gear - No. of Teeth-Type
Pinion Height
Forward Gear Backlash
Water Pressure @ RPM

Fuel
Recommended Gasoline
Recommended Oil
Gasoline/Oil Ratio
Fuel Pressure – @ Idle

– @ WOT

2.3:1

22.5 fl. oz. (655ml)

30
13

0.025 in. (0.64mm)

0.012 in. to 0.019 in. (0.30mm to 0.48mm)
10 to 15 PSI (69 to 103 kPa) @

5250 RPM

2.07:1

22.5 fl. oz. (655ml)
29
14

0.025 in. (0.64mm)

0.015 in. – 0.022 in. (0.38mm – 0.55mm)
10 – 15 PSI @ 5250 RPM

Gasoline and Oil

Unleaded 87 Octane Minimum

Quicksilver TC-W II or TC-W3 Outboard Oil

50:1 (25:1 Break-In)

3-1/2 PSI

6 PSI

90-830234R3 DECEMBER 1997 IMPORTANT INFORMATION - 1A-1

Model 65/80 Jet/75/90/100/115/125

OIL

INJECTION

STARTING

SYSTEM

Model 65 Jet/75/90

Oil Tank Capacity/Approx. Time
Max. Run Time Per Tank @ WOT
Oil Remaining When Alarm Sounds
Max. Run Time @ W.O.T. After
Alarm Sounds
Gasoline/Oil Ratio @ Idle
Gasoline/Oil Ratio @ W.O.T
Output @ 700 RPM for 15 Minutes
with Pump @ Full Open

Model 80 Jet/100/115/125

Oil Tank Capacity/Approx. Time
Max. Run Time Per Tank @ WOT
Oil Remaining When Alarm Sounds
Max. Run Time @ W.O.T. After
Alarm Sounds
Gasoline/Oil Ratio @ Idle
Gasoline/Oil Ratio @ W.O.T
Output @ 700 RPM for 15 Minutes
with Pump @ Full Open

Manual Start - Commercial 75
Manual Start - All Electric Models
Electric Start - Model 65 Jet/75/90

Starter Draw (Under Load)
Starter Draw (No Load)

1 gallon (3.78 liters)

6 Hours

1 qt. (.95 liters)
1 Hour Approx.

80:1
50:1

22cc Min.

1.4 gal. (5.3Liter)
5 hrs.

1 qt. (0.95Liter)

50 min.

80:1
50:1

29cc Minimum

Recoil Starter

Emergency Starter Rope

120 Amperes

75 Amperes

Electric Start - Model 80Jet/100/115/125

Starter Draw (Under Load)
Starter Draw (No Load)

Battery Rating

150 Amperes

75 Amperes

Min. Reserve Cap. Rating of 100 Min. and

CCA of 350 Amperes

1A-2 - IMPORTANT INFORMATION 90-830234R3 DECEMBER 1997

Model 65/80 Jet/75/90/100/115/125

CHARGING

SYSTEM

Alternator Model

3 Cyl. Manual – Black & Red Stator
3 Cyl. Electric – Black Stator

Stamped 398-9710A3
Serial Number

USA 0D283222 – 0G280043
Belgium 09793577 – 09879064

3 Cyl. Electric – Black Stator

Stamped 398-9873A24
Serial Number

USA 0G280044 – 0G404505
Belgium 09879065 – 09916672

3 Cyl. Electric – Red Stator

Stamped 398-832075A3
Serial Number

USA 0G404506 and Above
Belgium 09916673 and Above

4 Cyl. Electric – Black Stator

Stamped 398-9710A31
Serial Number

USA 0D283222 – 0G301750
Belgium 09793577 – NA

Alternator Output @ 5250 RPM

10 Amperes
16 Amperes

14 Amperes

16 Amperes

16 Amperes

IGNITION

SYSTEM

C
A
R
B
U
R
E
T
O
R

4 Cyl. Electric – Black Stator

Stamped 398-9710A33
Serial Number

USA 0G301751 – 0G404616
Belgium NA – 09916721

4 Cyl. Electric – Red Stator

Stamped 398-832075A3
Serial Number

USA 0G404617 and Above
Belgium 09916722 and Above

Model 65 Jet/75/90

Type
Spark Plug Type (NGK)
Spark Plug Gap
Optional (Inductor Plug)

Model 80 Jet/100/115/125

Type
Spark Plug Type
Spark Plug Gap
Optional (Inductor Plug)

Idle RPM
Wide Open Throttle (WOT) RPM

– Model 75/80 Jet/100/115/125

– Model 65 Jet/90
Idle Mixture Screw Adjustment
(Preset - Turns Out)
Model 75Work/75
Model 65 Jet/90
Model 80 Jet/100/115/125
Float Setting

Float Weight

16 Amperes

16 Amperes

Capacitor Discharge

NGK BUHW-2

Surface Gap

NGK BUZHW-2

Capacitor Discharge

NGK BP8H-N-10

0.040 in. (1.0mm)
BPZ8H-N-10

675 ± 25 RPM

4750 – 5250
5000 – 5500

1-1/8 ± 1/4 TURN
1-1/4 ± 1/4 TURN

1 – 1-1/2 TURNS

9/16 in. (± 0.015 in.)

12.29mm (± 0.38 mm)

7 Grams (± 0.4 Grams)

90-830234R3 DECEMBER 1997 IMPORTANT INFORMATION - 1A-3

Main Jet

– Model 75

WME-29 – Carb #1

Model 65/80 Jet/75/90/100/115/125

– Carb #2
– Carb #3

.050
.052
.050

WME-41/46– Carb #1

– Carb #2
– Carb #3

WME-59 – Carb #1

– Carb #2
– Carb #3

WME-59 – Carb #3A
WME-75 – Carb #1

– Carb #2
– Carb #3

WME-77 – Carb #1

– Carb #2
– Carb #3

– Model 75 Work

WME-30 – Carb #1

– Carb #2
_ Carb #3

WME-47/48/76

– Carb #1
– Carb #2
– Carb #3

.052
.052
.052

.052
.054
.052
.054

.052
.054
.054

.054
.054
.054

.050
.052
.050

.054
.054
.054

WME-60/61 – Carb #1

– Carb #2
– Carb #3

– Model 65 Jet/90

WME-31 – Carb #1

– Carb #2
– Carb #3

WME-49/62 – Carb #1

– Carb #2
– Carb #3

WME-62-3A – Carb #3
WME-78 – Carb #1

– Carb #2
– Carb #3

.054
.054
.054

.062
.064
.062

.062
.064
.062
.064

.062
.064
.064

1A-4 - IMPORTANT INFORMATION 90-830234R3 DECEMBER 1997

Model 65/80 Jet/75/90/100/115/125

C
A
R
B
U

– Model 100

WME-32 – Carb #1

– Carb #2
– Carb #3
– Carb #4

.046
.048
.052
.052

R
E
T
O
R

WME-50 – Carb #1

– Carb #2
– Carb #3
– Carb #4

WME-50-3A – Carb #3
WME-79 – Carb #1

– Carb #2
– Carb #3
– Carb #4

.048
.050
.048
.052
.050

.048
.050
.050
.052

Model 115

WME-33 – Carb #1

– Carb #2
– Carb #3
– Carb #4

.052
.056
.056
.060

Model 80Jet/115

WME-40 – Carb #1

– Carb #2
– Carb #3
– Carb #4

.066
.068
.068
.070

WME-40 – Carb #1A

– Carb #2A
– Carb #3A
– Carb #4A

WME-51 – Carb #1

– Carb #2
– Carb #3
– Carb #4

WME-51-3A – Carb #3
WME-80 – Carb #1

– Carb #2
– Carb #3
– Carb #4

.060
.070
.070
.074

.062
.062
.060
.064
.062

.060
.064
.062
.064

90-830234R3 DECEMBER 1997 IMPORTANT INFORMATION - 1A-5

Model 65/80 Jet/75/90/100/115/125

C
A
R
B
U
R
E

Model 125

WME-34 – Carb #1

– Carb #2
– Carb #3

– Carb #4
T
O
R

WME-52 – Carb #1

– Carb #2

– Carb #3

– Carb #4

WME-52-3A – Carb #3

.

.066
.068
.070
.072

.070
.080
.078
.082
.080

M

WME-81 – Carb #1

– Carb #2

– Carb #3

– Carb #4

.070
.080
.080
.082

Vent Jet

WME-46/47/48/49

.094

WME-32/33/34/40/50/51/52/59/60/61/62/

75/76/77/78/79/80/81

T

I

I
N
G

Idle (All Models 1994/1995/1996/1997)

Model 65 Jet/75/90
Model 80 Jet/100/115/125

Maximum BTDC (1994/1995)

@ Cranking Speed

– Model 75

2° ATDC – 6° BTDC
4° ATDC – 2° BTDC

– Model 65/80 Jet/90/100/115/125

None

20° BTDC
22° BTDC

@ 3000 RPM

– Model 75
– Model 65/80 Jet/90/100/115/125

18° BTDC
20° BTDC

Maximum BTDC (1996/1997)

@ Cranking Speed

– Model 75
– Model 65/Jet/90
– Model 80 Jet/100/115/125

20° BTDC
22° BTDC
25° BTDC

@ 3000 RPM

– Model 75
– Model 65/Jet/90
– Model 80 Jet/100/115/125

18° BTDC
20° BTDC
23° BTDC

Firing Order
1994/1995

Model 65 Jet/75/90
Model 80 Jet/100/115/125

1-3-2

1-3-2-4

1996/1997/1998

Model 65 Jet/75/90
Model 80 Jet/100/115/125

1A-6 - IMPORTANT INFORMATION 90-830234R3 DECEMBER 1997

1-2-3

1-3-2-4

IMPORTANT
INFORMATION

1

C

GENERAL INFORMATION

B

Table of Contents

Table of Contents 1C-0. . . . . . . . . . . . . . . . . . . . . . . . . . . .

Serial Number Location 1C-1. . . . . . . . . . . . . . . . . . . . . . .

Conditions Affecting Performance 1C-1. . . . . . . . . . . . . .

Weather 1C-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Boat 1C-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Engine 1C-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Following Complete Submersion 1C-3. . . . . . . . . . . . . . .

Submerged While Running 1C-3. . . . . . . . . . . . . . . . .

Salt Water Submersion 1C-3. . . . . . . . . . . . . . . . . . . .

Fresh Water Submersion 1C-3. . . . . . . . . . . . . . . . . .

Propeller Selection 1C-4. . . . . . . . . . . . . . . . . . . . . . . . . . .

Propeller Installation 1C-4. . . . . . . . . . . . . . . . . . . . . . . . . .

Power Trim System 1C-5. . . . . . . . . . . . . . . . . . . . . . . . . . .

General Information 1C-5. . . . . . . . . . . . . . . . . . . . . . .

Power Trim Operation 1C-5. . . . . . . . . . . . . . . . . . . . . .

Trim “In” Angle Adjustment 1C-6. . . . . . . . . . . . . . . . .

Compression Check 1C-6. . . . . . . . . . . . . . . . . . . . . . . . . .

Painting Procedures 1C-7. . . . . . . . . . . . . . . . . . . . . . . . . .

Cleaning & Painting Aluminum Propellers & Gear

Housings 1C-7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Decal Application 1C-8. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Decal Removal 1C-8. . . . . . . . . . . . . . . . . . . . . . . . . . . .

Instructions for “Wet” Application 1C-8. . . . . . . . . . . .

Page

90-830234R3 DECEMBER 19971C-0 - IMPORTANT INFORMATION NOVEM

Serial Number Location

The Outboard serial number is located on the lower
starboard side of the engine block. A serial number
is also located on the starboard side of the swivel
bracket.

a

OGXXXXXX

19XX
XXXX

b
c

e

XX

a - Serial Number
b - Model Year
c - Model Description
d - Year Manufactured
e - Certified Europe Insignia

d

Conditions Affecting
Performance

Weather

Corporations internationally have settled on adop­tion of I.S.O. (International Standards Organization)
engine test standards, as set forth in I.S.O. 3046
standardizing the computation of horsepower from
data obtained on the dynamometer, correcting all val­ues to the power that the engine will produce at sea
level, at 30% relative humidity at 77° F (25° C) tem­perature and a barometric pressure of 29.61 inches
of mercury.

Summer Conditions of high temperature, low baro­metric pressure and high humidity all combine to re­duce the engine power. This, in turn, is reflected in
decreased boat speeds--as much as 2 or 3 miles­per-hour (3 or 5 Km per-hour) in some cases. (Refer
to previous chart.) Nothing will regain this speed for
the boater, but the coming of cool, dry weather.

In pointing out the practical consequences of weath­er effects, an engine--running on a hot, humid sum­mer day--may encounter a loss of as much as 14%
of the horsepower it would produce on a dry, brisk
spring or fall day. The horsepower, that any internal
combustion engine produces, depends upon the
density of the air that it consumes and, in turn, this
density is dependent upon the temperature of the air ,
its barometric pressure and water vapor (or humidity)
content.

Accompanying this weather-inspired loss of power is
a second but more subtle loss. At rigging time in early
spring, the engine was equipped with a propeller that
allowed the engine to turn within its recommended
RPM range at full throttle. With the coming of the
summer weather and the consequent drop in avail­able horsepower, this propeller will, in ef fect, become
too large. Consequently , the engine operates at less
than its recommended RPM.

It is a known fact that weather conditions exert a pro­found effect on power output of internal combustion
engines. Therefore, established horsepower ratings
refer to the power that the engine will produce at its
rated RPM under a specific combination of weather
conditions.

90-830234R3 DECEMBER 1997 IMPORTANT INFORMATION - 1C-1

Due to the horsepower/RPM characteristics of an en­gine, this will result in further loss of horsepower at
the propeller with another decrease in boat speed.
This secondary loss, however, can be regained by
switching to a smaller pitch propeller that allows the
engine to again run at recommended RPM.

For boaters to realize optimum engine performance
under changing weather conditions, it is essential
that the engine have the proper propeller to allow it
to operate at or near the top end of the recommended
maximum RPM range at wide-open-throttle with a
normal boat load.

Not only does this allow the engine to develop full
power, but equally important is the fact that the en­gine also will be operating in an RPM range that dis­courages damaging detonation. This, of course, en­hances overall reliability and durability of the engine.

B

Boat

WEIGHT DISTRIBUTION

1. Proper positioning of the weight inside the boat

(persons and gear) has a significant effect on the
boat’s performance, for example:

a. Shifting weight to the rear (stern)

(1.)Generally increases top speed.
(2.) If in excess, can cause the boat to por-

poise.

(3.)Can make the bow bounce excessively in

choppy water.

(4.)Will increase the danger of the following

- wave splashing into the boat when com­ing off plane.

b. Shifting weight to the front (bow)

WATER ABSORPTION

It is imperative that all through hull fasteners be
coated with a quality marine sealer at time of installa­tion. Water intrusion into the transom core and/or in­ner hull will result in additional boat weight (reduced
boat performance), hull decay and eventual structur­al failure.

CAVITATION

Cavitation is caused by water vapor bubbles forming
either from a sharp edge or angle on the gear case
or from an irregularity in the propeller blade itself.
These vapor bubbles flow back and collapse when
striking the surface of the propeller blade resulting in
the erosion of the propeller blade surface. If allowed
to continue, eventual blade failure (breakage) will
occur.

(1.)Improves ease of planing off.
(2.)Generally improves rough water ride.
(3.)If excessive, can make the boat veer left

and right (bow steer).

BOTTOM

For maximum speed, a boat bottom should be
nearly a flat plane where it contacts the water and
particularly straight and smooth in fore-and-aft di­rection.

1. Hook: Exists when bottom is concave in fore-

and-aft direction when viewed from the side.
When boat is planing, “hook” causes more lift on
bottom near transom and allows bow to drop,
thus greatly increasing wetted surface and re­ducing boat speed. “Hook” frequently is caused
by supporting boat too far ahead of transom while
hauling on a trailer or during storage.

2. Rocker: The reverse of hook and much less

common. “Rocker” exists if bottom is convex in
fore-and-aft direction when viewed from the side,
and boat has strong tendency to porpoise.

3. Surface Roughness: Moss, barnacles, etc., on

boat or corrosion of outboard’s gear housing in­crease skin friction and cause speed loss. Clean
surfaces when necessary.

Engine

DETONATION

Detonation in a 2-cycle engine resembles the “ping­ing” heard in an automobile engine. It can be other­wise described as a tin-like “rattling” or “plinking”
sound.

Detonation is an explosion of an unburned portion of
the fuel/air charge after the spark plug has fired. Det­onation creates severe shock waves in the engine,
and these shock waves often find or create a weak­ness: The dome of a piston, cylinder head/gasket,
piston rings or piston ring lands, piston pin and roller
bearings.

A few of the most common causes of detonation in a
marine 2-cycle application are as follows:

• Over-advanced ignition timing.

• Use of low octane gasoline.

• Propeller pitch too high (engine RPM below rec-

ommended maximum range).

• Lean fuel mixture at or near wide-open-throttle.

• Spark plugs (heat range too hot - incorrect reach

- cross-firing).

• Inadequate engine cooling (deteriorated cooling
system).

• Combustion chamber/piston deposits (result in
higher compression ratio).

90-830234R3 DECEMBER 19971C-2 - IMPORTANT INFORMATION NOVEM

Detonation usually can be prevented if:

1. The engine is correctly set up.

Fresh Water Submersion (Special
Instructions)

2. Diligent maintenance is applied to combat the
detonation causes.

51115

Damaged Piston Resulting from Detonation

Following Complete
Submersion

Submerged While Running (Special
Instructions)

1. Recover engine as quickly as possible.

2. Remove cowling.

3. Flush exterior of outboard with fresh water to re­move mud, weeds, etc. DO NOT attempt to start
engine if sand has entered powerhead, as pow­erhead will be severely damaged. Disassemble
powerhead if necessary to clean components.

4. Remove spark plugs and get as much water as
possible out of powerhead. Most water can be
eliminated by placing engine in a horizontal posi­tion (with spark plug holes down) and rotating fly­wheel.

5. Pour alcohol into carburetor throats (alcohol will
absorbed water). Again rotate flywheel.

6. Turn engine over and pour alcohol into spark plug
openings and rotate flywheel.

7. Turn engine over (place spark plug openings
down) and pour engine oil into throat of carbure­tors while rotating flywheel to distribute oil
throughout crankcase.

8. Again turn engine over and pour approximately
one teaspoon of engine oil into each spark plug
opening. Again rotate flywheel to distribute oil in
cylinders.

9. Remove and clean carburetors and fuel pump
assembly.

When an engine is submerged while running, the
possibility of internal engine damage is greatly in­creased. If, after engine is recovered and with spark
plugs removed, engine fails to turn over freely when
turning flywheel, the possibility of internal damage
(bent connecting rod and/or bent crankshaft) exists.
If this is the case, the powerhead must be disas­sembled.

Salt Water Submersion (Special
Instructions)

Due to the corrosive effect of salt water on internal
engine components, complete disassembly is nec­essary before any attempt is made to start the en­gine.

10. Dry all wiring and electrical components using
compressed air.

1 1. Disassemble the engine starter motor and dry the

brush contacts, armature and other corrodible
parts.

12. Reinstall spark plugs, carburetors and fuel pump.

13. Attempt to start engine, using a fresh fuel source.
If engine starts, it should be run for at least one
hour to eliminate any water in engine.

14. If engine fails to start, determine cause (fuel,
electrical or mechanical). Engine should be run
within 2 hours after recovery of outboard from
water, or serious internal damage may occur. If
unable to start engine in this period, disassemble
engine and clean all parts. Apply oil as soon as
possible.

90-830234R3 DECEMBER 1997 IMPORTANT INFORMATION - 1C-3

B

Propeller Selection

For in-depth information on marine propellers and
boat performance - written by marine engineers - see
your Authorized Dealer for the illustrated “What Y ou

Should Know About Quicksilver Propellers... and
Boat Performance Information” (Part No.

90-86144).
For best all around performance from your outboard/

boat combination, select a propeller that allows the
engine to operate in the upper half of the recom­mended full throttle RPM range with the boat normal­ly loaded (refer to Specifications). This RPM range
allows for better acceleration while maintaining maxi­mum boat speed.

3. After initial propeller installation, the following
common conditions may require that the propel­ler be changed to a lower pitch:

a. Warmer weather and great humidity will

cause an RPM loss.

b. Operating in a higher elevation causes an

RPM loss.

c. Operating with a damaged propeller or a dirty

boat bottom or gear housing will cause an
RPM loss.

d. Operation with an increased load (additional

passengers, equipment, pulling skiers, etc.).

If changing conditions cause the RPM to drop below
the recommended range (such as warmer, more hu­mid weather, operation at higher elevations, in­creased boat load or a dirty boat bottom/gear case)
a propeller change or cleaning may be required to
maintain performance and ensure the outboard’s du­rability .

Check full-throttle RPM using an accurate tachome­ter with the engine trimmed out to a balanced-steer­ing condition (steering effort equal in both directions)
without causing the propeller to “break loose”.

Refer to “Quicksilver Accessory Guide” for a com­plete list of available propellers.

1. Select a propeller that will allow the engine to op­erate at or near the top of the recommended full
throttle RPM range (listed in “Specifications,”
preceding) with a normal load. Maximum engine
speed (RPM) for propeller selection exists when
boat speed is maximum and trim is minimum for
that speed. (High RPM, caused by an excessive
trim angle, should not be used in determining cor­rect propeller.) Normally , there is a 150-350 RPM
change between propeller pitches.

2. If full throttle operation is below the recom­mended range, the propeller MUST BE changed
to one with a lower pitch to prevent loss of per­formance and possible engine damage.

Propeller Installation

WARNING

If the propeller shaft is rotated while the engine
is in gear, there is the possibility that the engine
will crank over and start. To prevent this type of
accidental engine starting and possible serious
injury caused from being struck by a rotating pro­peller, always shift outboard to neutral position
and remove spark plug leads when you are serv­icing the propeller.

1. Shift outboard to neutral (N) position.

2. Remove leads from spark plugs to prevent en­gine from starting.

3. Coat the propeller shaft with Quicksilver Anti–
Corrosion Grease.

IMPORTANT: To prevent the propeller hub from
corroding and seizing to the propeller shaft, es­pecially in salt water, always apply a coat of
Quicksilver Anti-Corrosion Grease to the entire
shaft at the recommended maintenance intervals
and also each time the propeller is removed.

4. Flo-Torque I Drive Hub Propellers
washer (a), propeller (b), continuity washer (c),
thrust hub (d), propeller nut retainer (e), and pro­peller nut (f) onto the shaft.

– Install thrust

e

d

f

c

90-830234R3 DECEMBER 19971C-4 - IMPORTANT INFORMATION NOVEM

b

a

5. Flo-Torque II Drive Hub Propellers – Install for­ward thrust hub (a), replaceable drive sleeve (b),
propeller (c), thrust hub (d), propeller nut retainer
(e) and propeller nut (f) onto the shaft.

can result in loss of boat control as the outboard
can turn freely . The boat can now “spin out” or go
into a very tight maximum turn which, if unex­pected, can result in occupants being thrown
within the boat or out of the boat.

e

f

d

6. Place a block of wood between gear case and
propeller and torque propeller nut to 55 lb. ft. (75
N·m).

7. Secure propeller nut by bending three of the tabs
into the thrust hub grooves.

b

c

a

Power Trim System

General Information

The power trim system is filled at the manufacturer
and is ready for use.

Trim outboard through entire trim and tilt range sev­eral times to remove any air from the system.

The trim system is pressurized and is not externally
vented.

Consider the following lists carefully:

TRIMMING IN OR DOWN CAN:

1. Lower the bow.

2. Result in quicker planing off, especially with a
heavy load or a stern heavy boat.

3. Generally improve the ride in choppy water.

4. Increase steering torque or pull to the right (with
the normal right hand rotation propeller).

5. In excess, lower the bow of some boats to a point
where they begin to plow with their bow in the wa­ter while on plane. This can result in an unex­pected turn in either direction called “bow steer­ing” or “over steering” if any turn is attempted or if
a significant wave is encountered.

WARNING

Avoid possible serious injury or death. Adjust
outboard to an intermediate trim position as
soon as boat is on plane to avoid possible ejec­tion due to boat spin-out. Do not attempt to turn
boat when on plane if outboard is trimmed ex­tremely in or down and there is a pull on the steer­ing wheel or tiller handle.

Power Trim Operation

With most boats, operating around the middle of the
“trim” range will give satisfactory results. However, to
take full advantage of the trimming capability there
may be times when you choose to trim your outboard
all the way in or out. Along with an improvement in
some performance aspects comes a greater respon­sibility for the operator, and this is being aware of
some potential control hazards. The most significant
control hazard is a pull or “torque” that can be felt on
the steering wheel or tiller handle. This steering
torque results from the outboard being trimmed so
that the propeller shaft is not parallel to the water sur­face.

W ARNING

Avoid possible serious injury or death. When the
outboard is trimmed in or out beyond a neutral
steering condition, a pull on the steering wheel or
tiller handle in either direction may result. Failure
to keep a continuous firm grip on the steering
wheel or tiller handle when this condition exists

TRIMMING OUT OR UP CAN:

1. Lift the bow higher out of the water.

2. Generally increase top speed.

3. Increase clearance over submerged objects or a
shallow bottom.

4. Increase steering torque or pull to the left at a nor­mal installation height (with the normal right hand
rotation propeller).

5. In excess, cause boat “porpoising” (bouncing) or
propeller ventilation.

6. Cause engine overheating if any water intake
holes are above the water line.

90-830234R3 DECEMBER 1997 IMPORTANT INFORMATION - 1C-5

B

Trim “In” Angle Adjustment

Compression Check

Some outboard boats, particularly some bass boats,
are built with a greater than normal transom angle
which will allow the outboard to be trimmed further
“in” or “under”. This greater trim “under” capability is
desirable to improve acceleration, reduce the angle
and time spent in a bow high boat, altitude during
planing off, and in some cases, may be necessary to
plane off a boat with aft live wells, given the variety of
available propellers and height range of engine in­stallations.

However, once on plane, the engine should be
trimmed to a more intermediate position to a avoid a
bow-down planing condition called “plowing”. Plow­ing can cause “bow steering” or “over steering” and
inefficiently consumes horsepower . In this condition,
if attempting a turn or encountering a diagonal, mod­erate wake, a more abrupt turn than intended may re­sult.

In rare circumstances, the owner may decide to limit
the trim in. This can be accomplished by reposition­ing the tilt stop pins into whatever adjustment holes
in the transom brackets is desired.

WARNING

1. Remove spark plugs.

2. Install compression gauge in spark plug hole.

3. Hold throttle plate at W.O.T.

4. Crank the engine over until the compression
reading peaks on the gauge. Record the reading.

5. Check and record compression of each cylinder.
The highest and lowest reading recorded should
not differ by more than 15% (see example chart
below). A reading below 120 psi might indicate a
total engine wear problem.

Example of compression test differences

Maximum (psi)

180 162
150 127.5

6. Compression check is important because an
engine with low or uneven compression cannot
be tuned successfully to give peak performance.
It is essential, therefore, that improper compres­sion be corrected before proceeding with an
engine tuneup.

Minimum (psi)

Avoid possible serious injury or death. Adjust
outboard to an intermediate trim position as
soon as boat is on plane to avoid possible ejec­tion due to boat spin-out. Do not attempt to turn
boat when on plane if outboard is trimmed ex­tremely in or down and there is a pull on the steer­ing wheel or tiller handle.

a

7. Cylinder scoring: If powerhead shows any indica­tion of overheating, such as discolored or
scorched paint, visually inspect cylinders for
scoring or other damage as outlined in Section 4
“Powerhead.”

a - Stainless Steel T ilt Pin (P/N 17-49930A1)

90-830234R3 DECEMBER 19971C-6 - IMPORTANT INFORMATION NOVEM

Painting Procedures

3. Sand blistered area with 3M 180 grit sandpaper
or P180 Gold Film Disc to remove paint blisters
only. Feather edge all broken paint edges.

Cleaning & Painting Aluminum
Propellers & Gear Housings

WARNING

Avoid serious injury from flying debris. A void se­rious injury from airborne particles. Use eye and
breathing protection with proper ventilation.

PROPELLERS

1. Sand the entire area to be painted with 3M 120
Regalite Polycut or coarse Scotch-Brite, disc or
belts.

2. Feather edges of all broken paint edges. Try not
to sand through the primer.

3. Clean the surface to be painted using PPG
Industries DX330 Wax and Grease Remover or
equivalent (Xylene or M.E.K.).

4. If bare metal has been exposed, use Quicksil­ver’s Light Gray Primer.

5. Allow a minimum of 1 hour dry time and no more
than 1 week before applying the finish coat.

6. Apply the finish coat using Quicksilver’s EDP
Propeller Black.

GEAR HOUSINGS

The following procedures should be used in refinish­ing gear housings. This procedure will provide the
most durable paint system available in the field. The
materials recommended are of high quality and
approximate marine requirements. The following
procedure will provide a repaint job that compares
with a properly applied factory paint finish. It is rec­ommended that the listed materials be purchased
from a local Ditzler Automotive Finish Supply Outlet.
The minimum package quantity of each material
shown following is sufficient to refinish several gear
housings.

Procedure:

4. Clean gear housing thoroughly with (DX-330)
wax and grease remover.

5. Spot repair surfaces where bare metal is ex­posed with (DX-503) alodine treatment.

IMPORTANT: Do not use any type of aerosol
spray paints as the paint will not properly adhere
to the surface nor will the coating be sufficiently
thick to resist future paint blistering.

6. Mix epoxy chromate primer (DP-40) with equal
part catalyst (DP-401) per manufacturers
instructions, allowing proper induction period for
permeation of the epoxy primer and catalyst.

7. Allow a minimum of one hour drying time and no
more than one week before top coating assem­blies.

8. Use Ditzler Urethane DU9000 for Mercury Black,
DU34334 for Mariner Grey, and DU35466 for
Force Charcoal, and DU33414M for Sea Ray
White. Catalyze all three colors with Ditzler DU5
catalyst mixed 1:1 ratio. Reduce with solvents
per Ditzler label.

CAUTION

Be sure to comply with instructions on the label
for ventilation and respirators. Using a spray
gun, apply one half to one mil even film thick­ness. Let dry , flash off for five minutes and apply
another even coat of one half to one mil film thick­ness. This urethane paint will dry to the touch in
a matter of hours, but will remain sensitive to
scratches and abrasions for a few days.

9. The type of spray gun used will determine the
proper reduction ratio of the paint.

IMPORT ANT : Do not paint sacrificial zinc trim tab
or zinc anode.

10. Cut out a cardboard “plug” for trim tab pocket to
keep paint off of mating surface to maintain good
continuity circuitry between trim tab and gear
housing.

1. Wash gear housing with a muriatic acid base
cleaner to remove any type of marine growth,
and rinse with water, if necessary.

2. Wash gear housing with soap and water, then
rinse.

90-830234R3 DECEMBER 1997 IMPORTANT INFORMATION - 1C-7

B

Decal Application

Decal Removal

DECAL APPLICATION

1

1. Mix

/2 ounce (16 ml) of dish washing liquid in one
gallon (4 l) of cool water to use as wetting solu­tion.

1. Mark decal location before removal to assure
proper alignment of new decal.

2. Carefully soften decal and decal adhesive with a
heat gun or heat blower while removing old decal.

3. Clean decal contact area with a 1:1 mixture of iso­propyl alcohol and water.

4. Thoroughly dry decal contact area and check for
a completely cleaned surface.

Instructions for “Wet” Application

NOTE: The following decal installation instructions

are provided for a “Wet” installation. All decals
should be applied wet.

TOOLS REQUIRED

1. Plastic Squeegee*

2. Stick Pin

3. Dish Washing Liquid/Detergent without am-
monia** “Joy” and “Drift” are known to be com­patible for this process.

** Automotive Body Filler Squeegee
** Do not use a soap that contains petroleum based

solvents.

SERVICE TIP: Placement of decals using the
“Wet” application will allow time to position de­cal. Read entire installation instructions on this
technique before proceeding.

NOTE: Leave protective masking, if present, on the

face of decal until final steps of decal installation. This
will ensure that the vinyl decal keeps it’s shape during
installation.

2. Place the decal face down on a clean work sur­face and remove the paper backing from “adhe­sive side” of decal.

3. Using a spray bottle, flood the entire “adhesive
side” of the decal with the pre-mixed wetting solu­tion.

4. Flood area where the decal will be positioned
with wetting solution.

5. Position pre-wetted decal on wetted surface and
slide into position.

6. Starting at the center of the decal, “lightly”
squeegee out the air bubbles and wetting solu­tion with overlapping strokes to the outer edge of
the decal. Continue going over the decal surface
until all wrinkles are gone and adhesive bonds to
the cowl surface.

7. Wipe decal surface with soft paper towel or cloth.

8. Wait 10 - 15 minutes.

9. Starting at one corner, “carefully and slowly” pull
the masking off the decal surface at a 180° angle.

NOTE: T o remove any remaining bubbles, pierce the
decal at one end of the bubble with stick pin and
press out the entrapped air or wetting solution with
your thumb (moving toward the puncture).

TEMPERATURE
IMPORTANT: Installation of vinyl decals should

not be attempted while in direct sunlight. Air and
surface temperature should be between 60°F
(15°C) and 100°F (38°C) for best application.

SURFACE PREPARATION
IMPORT ANT : Do not use a soap or any petroleum

based solvents to clean application surface.

Clean entire application surface with mild dish wash­ing liquid and water. Rinse surface thoroughly with
clean water.

90-830234R3 DECEMBER 19971C-8 - IMPORTANT INFORMATION NOVEM

IMPORTANT
INFORMATION

1

D

OUTBOARD INSTALLATION

Table of Contents

Page

Determining Recommended Outboard

Mounting Height 1D-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Notice to Installer and Owner 1D-2. . . . . . . . . . . . . . . . . .

Boat Horsepower Capacity 1D-2. . . . . . . . . . . . . . . . .

Outboard Remote Control 1D-2. . . . . . . . . . . . . . . . . .

Selecting Accessories For The Outboard 1D-2. . . . .

Selecting Steering Cables and Remote Control

Cables 1D-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Locate Center line Of The Outboard 1D-3. . . . . . . . .

Drilling Outboard Mounting Holes 1D-3. . . . . . . . . . . .

Lifting Outboard 1D-4. . . . . . . . . . . . . . . . . . . . . . . . . . .

Fastening Outboard To The Transom 1D-4. . . . . . . .

Single Steering Cable and Steering Link

Rod Installation 1D-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Installing Ride Guide Steering Cable to the

Outboard 1D-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Steering Link Rod Installation 1D-5. . . . . . . . . . . . . . .

Co-Pilot Installation (Tiller Handle models) 1D-6. . . . . . .

Remote Control Installation 1D-7. . . . . . . . . . . . . . . . . . . .

Required Side Mount Remote Control or Ignition

Key Switch Assembly 1D-7. . . . . . . . . . . . . . . . . . . . . . . . .

Boats Equipped with Side Mount

Remote Control 1D-7. . . . . . . . . . . . . . . . . . . . . . . . . . .

Boats Equipped with Panel Or Console Mount

Remote Control 1D-7. . . . . . . . . . . . . . . . . . . . . . . . . . .

Connecting Remote Wiring Harness to the Engine 1D-7
Shift and Throttle Cable Installation to the Outboard1D-8

Shift Cable Installation 1D-8. . . . . . . . . . . . . . . . . . . . .

Throttle Cable Installation 1D-9. . . . . . . . . . . . . . . . . .

Battery Connections 1D-10. . . . . . . . . . . . . . . . . . . . . . . . .

Set Up Instructions For Oil Injection System 1D-10. . . .

Filling The Oil Injection System 1D-10. . . . . . . . . . . . .

Bleeding Air From The Oil Injection System 1D-11. .

Adjusting The Oil Injection Pump 1D-11. . . . . . . . . . .

Trim Tab Adjustment 1D-12. . . . . . . . . . . . . . . . . . . . . . . . .

90-830234R3 DECEMBER 19971D-0 - IMPORTANT INFORMATION

Notice to Installer and Owner

Outboard Remote Control

This manual as well as safety labels posted on the
outboard use the following safety alerts to draw your
attention to special safety instructions that should be
followed.

W ARNING

WARNING – Hazards or unsafe practices which
COULD result in severe personal injury or death.

CAUTION

CAUTION – Hazards or unsafe practices which could
result in minor injury or product or property damage.

Boat Horsepower Capacity

U.S. COAST GUARD CAPACITY

MAXIMUM HORSEPOWER XXX
MAXIMUM PERSON

CAPACITY (POUNDS) XXX
MAXIMUM WEIGHT

CAPACITY XXX

Do not overpower or overload your boat. Most boats
will carry a required capacity plate indicating the
maximum acceptable power and load as determined
by the manufacturer following certain federal guide­lines. If in doubt, contact your dealer or the boat man­ufacturer.

W ARNING

Using an outboard that exceeds the maximum
horsepower limit of a boat can: 1. cause loss of
boat control 2. place too much weight at the tran­som altering the designed flotation characteris­tics of the boat or 3. cause the boat to break apart
particularly around the transom area. Overpow­ering a boat can result in serious injury , death, or
boat damage.

The remote control connected to your outboard must
be equipped with a start-in-gear protection device.
This prevents the engine from starting when the out­board is in gear.

WARNING

Avoid serious injury or death from a sudden un­expected acceleration when starting your en­gine. The design of this outboard requires that
the remote control used with it must have a built
in start-in-gear protection device.

Selecting Accessories For
The Outboard

Genuine Mercury Marine Quicksilver Accessories
have been specifically designed and tested for your
outboard.

Mercury Marine Quicksilver accessories are avail­able from Mercury Marine dealers.

Some accessories not manufactured or sold by Mer­cury Marine are not designed to be safely used with
your outboard or outboard operating system. Acquire
and read the installation, operation, and mainte­nance manuals for all your selected accessories.

WARNING

Check with your dealer before installation of ac­cessories. The misuse of acceptable accesso­ries or the use of unacceptable accessories can
result in serious injury , death, or product failure.

Selecting Steering Cables
and Remote Control Cables

Refer to “Quicksilver Accessories Guide” to deter­mine correct length of steering cables and remote
control cables.

90-830234R3 DECEMBER 1997 IMPORTANT INFORMATION - 1D-1

IMPORT ANT : Steering cables and remote control
cables must be the correct length. Sharp bends
on too-short cables result in “kinks”; too-long
cables require unnecessary bends and/or loops.
Both conditions place extra stress on the cables.

Determining Recommended

WARNING

Outboard Mounting Height

26 in.

(660m
m)

25 in.

(635m
m)

24 in.

(609m
m)

23 in.

(584m
m)

e

e

22 in.

(560m
m)

21 in.

(533m
m)

20 in.

(508m
m)

19 in.

(482m
m)

Boat instability can occur at high speeds by
installing engine at the wrong transom height.
Contact the boat manufacturer for their recom­mendations for a specific engine installation.

b

c

a

d

10

NOTE: Add 5 in. (127mm) for XL models and 10 in.

(254mm) for XXL models to listed outboard mounting
height.

a. This solid line is recommended to determine

the outboard mounting height.

IMPORTANT: Increasing the height of outboard
generally will provide the following: 1) Less
steering torque, 2) more top speed, 3) greater
boat stability , but, 4) will cause more prop “break
loose” which may be particularly noticeable
when planing off or with heavy load.

b. These broken lines represent the extremes of

known successful outboard mounting height
dimensions.

c. This line may be preferred to determine out-

board mounting height dimension, if maxi­mum speed is the only objective.

20 30 40 50 60 70 80

f

d. This line may be preferred to determine out-

board mounting height dimension for dual
outboard installation.

e. Outboard mounting height (height of out-

board transom brackets from bottom of boat
transom). For heights over 22 in. (560mm), a
propeller, that is specifically designed for sur­facing operation, such as the “Laser” and “Mi­rage” series, usually are preferred.

f. Maximum boat speed anticipated.

90-830234R3 DECEMBER 19971D-2 - IMPORTANT INFORMATION

Locating Center Line Of The
Outboard

Locate (and mark with pencil) the vertical centerline
(a) of boat transom.

BA

a

DC

a - Centerline of Transom

NOTE: When drilling into a fiberglass boat, place
masking tape directly onto boat where mounting
holes will be drilled to help prevent fiberglass from
chipping.

Use a 17/32 inch (13.5mm) diameter drill bit and drill
4 mounting holes perpendicular to and thru transom.

IMPORTANT: If using “Transom Drilling Fixture”
(part number 91–98234A2), use drill guide holes
marked “A” when drilling outboard mounting
holes.

NOTE: Dimensions “A” & “B” and “C” & “D” are equal

length.

IMPORT ANT : During installation of dual outboards,

the following is recommended. A minimum of 221/2
inches (570mm) centerline to centerline width is rec­ommended. This is required to alleviate cowling in­terference during lock to lock turns if one outboard
would be in the full tilt position, while the other out­board(s) are in the vertical running position.

Drilling Outboard Mounting Holes

IMPORT ANT : Before drilling any mounting holes,
carefully read “Determining Recommended Out­board Mounting Height,” preceding. There is a
3/4 inch (19mm) difference between outboard
mounting holes in transom brackets.

WARNING

DO NOT, under any circumstances, allow upper
outboard mounting bolts to be closer than 1 inch
(25.4mm) from top of boat transom. Upper
mounting bolts must never be installed thru
shims.

b

a

a – Centerline of Transom
b – Transom Drilling Fixture (91–98234A2)

90-830234R3 DECEMBER 1997 IMPORTANT INFORMATION - 1D-3

Lifting Outboard

Installing Outboard To Boat

WARNING

Verify that the lifting ring is threaded into the fly­wheel a minimum of 5 turns and that hoist has a
maximum lift capacity over 500 lbs. (227 kg) BE­FORE lifting outboard.

1. Electric Start Models – Remove plastic cap from

center of flywheel. Thread lifting ring into flywheel
hub a minimum of 5 turns. Replace plastic cap af­ter installation.

b

a

Transom

IMPORT ANT : If boat is equipped with thru tilt tube
steering, steering cable end must be installed
into tilt tube of outboard (port outboard only for
dual outboard installations) before securing out­board to transom. Refer to ”Steering Cable and
Steering Link Rod Installation” following.

Refer to “Determining Recommended Outboard Mo­tor Mounting Height”, preceding and position out­board on boat transom, to align mounting holes in
transom bracket that will place the outboard nearest
to the recommended mounting height.

CAUTION

Marine sealer must be used on shanks bolts to
make a water-tight installation.

IMPORT ANT: DO NOT use an impact driver when
tightening transom bolts.

Apply marine sealer to shanks of mounting bolts (not
threads) and secure outboard to transom with 4 bolts,
flat washers and locknuts, as shown. Be sure that in­stallation is water-tight.

a - Lifting Ring
b - Plastic Cap – Replace After Installation

2. Manual Start Models – Use lifting eye on engine

and lift outboard on boat transom.

WARNING

Before operation, the outboard must be correctly
installed with four mounting bolts shown. Failure
to correctly fasten outboard could result in out­board ejecting off boat transom causing serious
injury, death, or property damage.

a

b

c

b

c

a - 1/2 Inch Diameter Bolts
b - Flat W ashers
c - Locknuts

a

90-830234R3 DECEMBER 19971D-4 - IMPORTANT INFORMATION

Single Steering Cable and

Steering Link Rod Installation

Steering Link Rod
Installation

NOTE: These instructions are for single cable–single

outboard installations. Instructions for mounting dual
engines are included with the applicable dual engine
attaching kit. Refer to “Quicksilver Accessories
Guide” to determine correct kit.

Refer to “Quicksilver Accessories Guide” to deter­mine correct length of steering cable.

IMPORTANT: Steering cable must be correct
length. Sharp bends on too-short of a cable re­sult in “kinks;” too-long of a cable require unnec­essary bends and/or loops. Both conditions
place extra stress on the cable.

Install steering mount and steering wheel in accor­dance with installation instructions that accompany
each.

Installing Ride Guide Steering Cable
To The Outboard

IMPORTANT: Before installing steering cable in
tilt tube, lubricate entire cable end with Quicksil­ver 2-4-C Marine Lubricant.

IMPORT ANT: The steering link rod that connects
the steering cable to the engine must be fastened
using special washer head bolt (“a” – Part Num­ber 10-14000) and self locking nuts (“b”& “c”–
Part Number 11-34863). These locknuts must
never be replaced with common nuts (non lock­ing) as they will work loose and vibrate off free­ing the link rod to disengage.

WARNING

Disengagement of a steering link rod can result
in the boat taking a full, sudden, sharp turn. This
potentially violent action can cause occupants to
be thrown overboard exposing them to serious
injury or death.

3. Assemble steering link rod to steering cable with
two flat washers (d) and nylon insert locknut (“b”
– Part Number 1 1-34863). Tighten locknut (b) un­til it seats, then back nut off 1/4 turn.

4. Assemble steering link rod to engine with special
washer head bolt (“a” – Part Number 10-14000)
and nylon insert locknut (“c”– Part Number
11-34863). First torque bolt (a) to 20 lb. ft. (27.0
N·m), then torque locknut (c) to 20 lb. ft. (27.0
N·m).

NOTE: Ride Guide steering cable is lubricated at the
factory and requires no additional lubrication at initial
installation.

1. Lubricate seal (a) inside of outboard tilt tube and
entire cable end (b) with Quicksilver 2-4-C Ma­rine Lubricant.

2. Insert steering cable end thru outboard tilt tube
and secure steering cable to tilt tube with steering
cable attaching nut (c), as shown. Torque nut to
35 lb. ft. (47.5 N·m).

95

c

95

a

b

a

d

b

c

WARNING

After installation is complete (and before operat­ing outboard), check that boat will turn right
when steering wheel is turned right and that boat
will turn left when steering wheel is turned left.
Check steering thru full range (left and right) and
at all tilt angles to assure interference-free move­ment.

95

90-830234R3 DECEMBER 1997 IMPORTANT INFORMATION - 1D-5

2-4-C With Teflon (92-825407A12)

Co-Pilot Installation (Tiller
Handle models)

WARNING

Avoid possible serious injury or death from loss
of boat control. The Co-pilot assembly must be
installed and adjusted to maintain sufficient
steering friction to prevent the outboard from
steering into a full turn if the tiller handle is re­leased.

1. Thread the friction collar (a) onto the starboard
side of the tilt tube. Tighten securely and position
the adjustment knob toward front of outboard.

2. Insert pilot rod (b) into the friction collar.

a

IMPORT ANT : The co-pilot link rod (c) must be fas­tened using self locking nylon insert locknuts
(“f”& “g”– Part Number 11-45592).These lock­nuts must never be replaced with common nuts
(non locking) as they will work loose and vibrate
off freeing the link rod to disengage.

WARNING

Disengagement of the co-pilot link rod can result
in the boat taking a full, sudden, sharp turn. This
potentially violent action can cause occupants to
be thrown overboard exposing them to serious
injury or death.

3. Lubricate both ends of the link rod with Quicksil­ver 2-4-C w/Teflon Marine Lubricant. Install link
rod between the tiller handle mount and pilot rod
as shown.

b

f

e

d

c

e

g

c - Co-Pilot Link Rod
d - Spacer (Hidden) - Place in the Upper Mounting Hole

For The Link Rod.
e - Flat W asher
f - Locknut - Torque to 120 lb. in. (13.6 N·m)
g - Locknut - T ighten Until it Seats; DO NOT exceed 120 lb.

in. (13.6 N·m), Then Back Off The Locknut 1/4 Turn.

90-830234R3 DECEMBER 19971D-6 - IMPORTANT INFORMATION