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 Maintenance
Manual
I

Form No. 865

 MAINTENANCE
MANUAL

GRAYMARINE
GASOLINE ENGINES

FOUR AND SIX

CYLINDER MODELS

Specifications for Current

9 and

Non-Current Models

Pages S-2 through S-15

 Tab/e o f Conteots Page 1

Maintenance Instructions . . . . . . . . . . . . . . . . . . . . . . . . 3

Sta,iing Engine First Time . . . . . . . . . . . . . . . . . . . . . . . . 6

Operating Instructions. . . . . . . . . . . . . . . . . . . . . . . . . . 8

Adjustments on New Engine . . . . . . . . . . . . . . . . . . . . .lO

Fuel and Fueling ................................10

Engine Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12

Water Piping Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . 14

Fuel System...................................1 6

lubricating System. . . . . . . . . . . . . . . . . . . . . . . . . . . . .20

Cooling System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23

Electrical System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30

Transmission. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43

Cylinder Head.................................5 5

Valves........................................5 7

Timing........................................6 0

Laying-Up Instructions . . . . . . . . . . . . . . . . . . . . . . . . . .61

Starting’ Engine After Storage . . . . . . . . . . . . . . . . . . . .63

Trouble-Shooting Guide . . . . . . . . . . . . . . . . . . . . . . . . .65

Propeller Sizes, Average. . . . . . . . . . . . . . . . . . . . . . . .75

Condensed Specifications . . . . . . . . . . . . . .Center Section

Condensed Adjustment Data . . . . . . . . . . .Center Section

Wiring Diagrams . . . . . . . . . . . . . . . . . . . . .Center Section

Engine Installation Data . . . . . . . . . . . . . . .Center Section

Gray Service Warranty . . . . . . . . . . . . . . . .Center Section

 INTRODUCTION
MAINTENANCE
This pocket-sired hand book is supplied as a service to
G r a y o w n e r s . I t i s o n e e v i d e n c e o f o u r d e t e r m i n a t i o n to
INSTRUCTIONS
make Gray service the most complete and useful in the DAILY
industry. It covers both current models and older models. l Ventilate engine compartment thoroughly
The scope o f t h i s m a n u a l i s n e c e s s a r i l y l i m i t e d b y i t s before starting engine.
size but includes gasoline marine engine operating in- l Check pump flow by observing water and
structions, trouble shooting guide and directions for mak- steam at exhaust outlet, each time engine
ing simple adjustments to engine and accessories: such is started. Do this at once.
operations as can be done on the engine in the boat. . Check lubricating oil level in crankcase
(engine not running), and when necessary
Note that the section on “Installation” covers only such
refill to high level mark on depth stick, using
details as affect the care of the engine.
S.A.E. 30 oil.
The intent of the booklet is one of usefulness, and not to l At the same time, check oil level in hydraulic
encourage tinkering. I n t h e i n t e r e s t o f g o o d s e r v i c e , reverse gear. (This applies only to engines so
safety and long engine life the manufacturer recommends equipped, when reverse gear has a separate
that major repairs can always best be done by experipnced oil supply.) Note: if oil needs to be added,
marine service stations with a reputation for competent look for a leak, because reverse gear normally
workmanship and a proper acceptance of the responsibility. consumes no oil.
Gray Marine Engine Division will be glad to recommend l Give grease cups on water pump one-half
the nearest competent marine shop if your boat 1s not turn. Use water-proof grease. Do not over
located near an authorized dealer. Also, remember that grease.
carburetors and electric accessories are made by com- EVERY 50 HOURS
panies with widespread service facilities; consult the classi- OF OPERATION
fied telephone directory.
l Inspect sea water strainer.
Important-When requesting information or when order- l Check water level in battery. Proper fluid
ing parts--b. sure to state Gxay Engine Model and Serial gravity is 1.275.
Nllmber. l Put 3 to 5 drops of engine oil (S.A.E. 30)
in the oiler on the outside of distributor
body; or give grease cup one-half turn.
depending on model.
l Remove oil from crankcase, using Gray sump
pump, and refill with fresh oil, S.A.E. 30, to
high mark on oil depth gauge. Note: Before
removing old oil. run the engine until it is
thoroughly warm.
l Put 3 or 4 drops of engine oil (SAX. 30) in
oiler on generator, and two drops in oiler on
cranking motor. (Some models have sealed
bearings, so will have no oilers.)
ONCE A MONTH
l Inspect and clean Thermogard element. See
page 27
l Clean sediment bowl on fuel pump.
l Check adjustment of clutch and reverse gear.
See pages 43 to 52 for directions.
l Inspect flame arrester to make sure the air
passages are clean and free from oil or lint.
If dirty, remove and wash in mineral spiriti.
?ope 4 Graytnahe Gasolrire E n g i n e s M a i n t e n a n c e lnstmctions

l Inspect all wiring for loose connections or

EVERY 150 HOURS
worn insulation. Clean battery terminals
with soda solution and coat lightly with
0 Replace cartridge in lubricating oil filter, if Vaseline or grease after connection is made.
engine is so equipped.
l Apply one drop only of light engine oil
(S.A.E. 10) to the breaker arm hinge pin in
distributor.
l Givegrease cup on tachometer drive one turn. EVERY 1000 HOURS
(Applies only to right angle type mounted on OR ONCE A SEASON
cylinder head.)
l Remove the distributor rotor and apply 3 to
l Change oil in hydraulic reverse gear if engine
5 drops of light engine oil (S.A.E. 10) to the
felt in the top of the breaker cam and to the
is so equipped. Use Automatic Transmission
governor weight pivots.
Oil Type “A”, Suffix “A”, (SAE 30 engine oil
may be used only in an emergency.) IM-
PORTANT: after running engine briefly in
TWICE A SEASON both forward and reverse, stop engine and
“TUNE UP” recheck transmission oil level. See page 52.

l Clean the engine thoroughly. l Grind and adjust valves.

. Check distributor setting. See page 39. l Check valve stems for carbon.
l Check carburetor adjustment. See page 18. a Give engine a thorough going-over.
l Check engine coupling for misalignment.
0 Clean Oil Cooler.
Tighten lag bolts holding engine to bed.
l Check valve tappet adjustment. For correct l Clean commutator on generator, using No. 00
clearance, see pages S-3, S-4, S-13 and S-15. sandpaper. Do not use emery cloth.
in center section.
l Ii compression is weak, look for imperfectly
l Chock grease in drive gear housing of double seating valves or rings stuck in groove* on
gear type water pumps. Add bearing grease piston.
(EQ-2095) if required.
0 Remove the distributor head and smear a bit
of grease the size of a match head on the
EVERY 2500 HOURS
lobes of the breaker cam.
0 Clean and adjust breaker points on distrib- l Time for a major overhaul.
utor. Points should contact evenly, and gap
l Install new piston rings. Check piston clear-
must not exceed .020” or condenser can be
ance.
burned out. See page 37.
l Check spark plugs and set gap, using a round l Check bearings. When oil presmure drops be-
low 20 pounds, this ia an indication of worn
wire feeler gauge. Clean fouled plugs and
ooarch for cause of fouling. Replace crocked bearings.
or doubtful plugs. Use plugs of correct heat
range.

KEEP A SERVICE LOG

 Graymarhe Gasohe bghes ODefatiirp lnZrruction.5

INSTRUCTIONS ON STARTING ENGINE 9. Safety Precautions: Check engine compartment and

FIRST TIME bilge for gasoline fumes. If boat is equipped with
ventilating fan, run it for 5 minutes before starting;
otherwise open hatch or engine box and let dead air out.
BEFORE STARTING THE ENGINE
10. Turn on the Gasoline: The shut-off cock is properly
located near the fuel tank.
After the engine has been properly installed ond all con-
trols properly connected. the following instructions are to
be carried out before starting a new engine:

1. Check Fuel Supply: Be sure the tank is clean, then fill

with a good grade of gasoline. Refer to page S-2 in
center section for fuel recommendation. Some models
require premium ethyl.

2. Check Lubricating Oil in Crankcase: Engine is shipped

dry from factory with oil drained from the crankcane.
Do not fail to check oil level. Fill to the high level notch
o n o i l d e p t h g a u g e , using a good grade of oil, S.A.E.
viscosity No. 30. Lift oil depth gauge during filling to
permit escape of air. Note: If engine is equipped with
hydraulic reverse gear, check oil depth stick on trans-
mission for separate oil supply, using Automatic
Transmission Oil, Type “A”, Suffix “A”.

3. Check Lag Bolts holding engine to bed: must be tight. Fig. l--Fuel Pump Primer

IMPORTANT: If the boat came off a train or truck, or if

it has been out of the water for considerable time, check
the shaft alignment. (Instructions on page 16.) 11 Fill Carburetor: Use hand primer on fuel pump (Fig.
2 to fill sediment bowl and carburetor. (Note: on some
4. Inspect the Engine for loose nuts or screws. Transpor- small engines fuel pump does not have hand primer.
tation frequently loosens fastenings on a new engine,
on account of gasket shrinkage. After engine has had a 12. Ppt Clutch in Neutral.
preliminary run, take up on cylinder head nuts. See p. 56

5. Check Storage Battery: Make sure that storage battery

is filled, with water level at least 3,s” above the plates, HOW TO START THE ENGINE
and fully charged. Proper fluid gravity is 1.275. Low
battery will result in slow cranking speed and weak 1. Set the Throttle above idling position, about I4 open.
spark.
2. Pull Out the Choke: Keep your hand on it for quick
6. Check All Electrical Connections
including battery adjustment as soon as the engine starts. A marine
cables. Make sure they are tight, and all connections engine, particularly if it has two carburetors. needs
soldered. (Use rosin flux in soldering.) plenty of choke to start.

7. Check Water Circulation System: Open the gate valve 3. Turn on Ignition Switch.
on the cooling water intake line. This valve should be
located in the bottom of the boat. Caution: if water 4. Press Starter Button.
pump is rubber impeller type, it must be primed at first
start of the season.
CAUTION: Do not operate cranking motor longer
6. Check All Controls t o m a k e s u r e t h e y a r e w o r k i n g than 30 8eCOAdI. A longer period than 30 recondr may
freely with sufficient travel so that they do not strike damage the rolenoid awitch and cranking motor. If
against woodwork. This refers to choke, throttle and l agiae does not 8tart, refer to detailed instructions OA
rover*8 controls. Page 65.
hp. 8 Graymarine G a s o l i n e E n g i n e s
Operating Instructions Pago 9

NOTE: Engines which have been in transit and storage

for a period of weeks may start hard the first time. In 2 . CheckSoaWoterPnmp.Circulationshouldbeginwithin
such case, remove spark plugs and clean the electrodes. a half minute aftor engino is started. On Thermogard-
While the plugs are out, put a tablespoonful (no more) equipped models. only a small amount of water muffi-
of light oil, SAE 10. in each cylinder to provide an cient to cool the tailpipe will be expelled, the rest of the
initial oil seal between piston rings and cylinder walls. water being recirculated until engine warms up.
Neoprene Impellorr are lubricated by the flow of water.
Memo on Flooding: If you flood the engine by too Consequently, never operate a dry pump. Always prime
much choking, the correct way to dry it out is to open pump if it haa become dry after draining or extended
the throttle wide. Put the choke in the running or
idleness.
non-choking position. Then with ignition on, crank
the engine a half dozen times. This draws nothing but On bronze gear pumpa (used on smaller four-cylin-
air through the carburetor, as the idling jet is out of der engines) the prime of pump is assisted by sufficient
action at full throttle, and the engine does not revolve grease sealing the impellers. If pump does not operate
fast enough for the main jet to go into action. immediately, turn grease cup down yz turn.
NOTE: Pictures of these units shown on Pages 24, 25.
OPERATING INSTRUCTIONS CAUTION : (Applies only to bronze gear pump) :
If boat t run in muddy woterm, the water pump
1. To Drive the Boat Forward push operating lever should be rcmovcd and all old grease in impeller
forward until it snaps into a locked position. housing thoroughly cleaned out at froquont intervals.
Silt which entered the pump will mix with the geam
2. To Reverre, pull lever back as far as it will go. Reduce
speed before shifting. and act aa a grinding compound. Thir can caume
exceptionally rapid wear on metal parts.
CAUTION: The engine must not be operated unless the 3. The first time the engine is started, run it at idle for 5
cooling water is circulating. See instructions below. minutes, no longer, then stop engine and recheck oil
level in crankcase, and in reverse gear housing when
applicable. (Do not check oil level while engine is
running.) Oil level may be found low due to the fact
that considerable oil is required to fill the oil passages:
or it may be found high if depth gauge was not removed
for venting air during the initial filling. Bring oil level
to high mark on depth gauge.
4. Warm-up Iastructfoas: (To be followed every time you
start a cold engine.) As soon as possible put the clutch
lever in forward position and run at fast idle for 10 to 15
minutes. in order to bring the oil up to proper tempera-
ture for full throttle work. An indication of warm oil
is that the oil pressure will drop off about 5 pounds
from what it was when engine was cold.
IMPORTANT: Do not under any circumstances race
Fig. 3- Gray D&nca Inrlrunren~ Panel 77800 (12~) or 75650 (6~) with
the engine with clutch disengaged.
Tachometer, Operating Hours Register, Oil Temperature Gauge,
and Ammeter fpanel calibrated of 1796 rpm)
FULL THROTTLE OPERATION
AFTER THE ENGINE STARTS
1. Recheck the Oil Preuwe a soon W you try out the
Check Oil Pressure Gauge: Normal oil pressure at boat at full speed. If indicating needle on the oil
operating speeds is 30-40 pounds. An oil pressure 01 pressure gauge fluctuates wildly, this will indicate
less than 20 pounds calls for investigation (5 to 15 either a leak in the oil line, or that the angle of the
pounds is satisfactory at idle). NOTE: Gauge may engine is such that oil pick-up screen ia not completely
show no pressure for a minute or two while the filter ir submerged. The remedy for this in to stop engine and
filling with oil. add more oil. See Fig. 10, page 21. for an understanding
of the relationship between pick-up screen and oil level.
?ega 10 Graymarine G a s o l i n e Enghes Opefating hstfucth Pm00 11

2. RadPce Engine Speed When Reversing: Gear should is shown in the data section for current models (page
not be reversed at full engine speed except in extreme S-2) on tinted paper at center of book. Good gasolines are
emergency. processed against gum forming tendencies even whon
subjected to long time storage. Some gasolines form gum
3. Although all Graymarine engines ara thoroughly deposits rather quickly; these deposits appear as a jelly-
tested at the factory, good judgment is expected on l ik e c o a t ing w it hin t he c o p p er fuel t a nk s; t hey are also
the warm-up and operation during the early life of observed as a whitish precipitate in the fuel lines, also in
the engine. It takes from fifteen to twenty hours run- carburetor float bowls and jets, which deposits impair or
in to break in an engine for peak performance. On restrict fuel flow. This gum-forming tendency with at-
high speed models, oil consumption will be more until tendant deposit can also contribute to impaired operation
the piston rings fit themselves perfectly inside cylinder of engtne intake valves. Where the boat is to be out of
walls, after a few hours of fast operation. commission for 30 days or more. drain the fuel tanks, fuel
linem, fuel pump and the carburetor as a precaution
against possible gum forming deposits within these parts.
ADJUSTMENTS ON A NEW ENGINE Use good gasolino muppliod by a reputable fuel marketer, a
1. Propeller Shaft Alignment: If the boat is new. be sure gasolino of the required octane value am prescribed for your
to check the alignment within a few days, after the Graymarine engine.
hull has soaked up some water, because the hull is
liable to change its shape slightly, especially when On brand new steel tanks, the first fill of gasoline will often
loaded, resulting in binding on the shaft. carry off rust-inhibitor coatings, flux and other matter
which will bo detrimental to the carburetor. Thorofore, we
2. Carburetors: Careful adjustment is made in the test suggest the addition of a solvent such as Siloo, Casito, or
room. Never re-adjust carburetor unless engine is equivalent, in new tanks.
warm and under full load. Make sure that control ex-
MOTORBOAT FUELING INSTRUCTIONS
tensions permit full travel of throttle and choke levers.
(Issued by the United Staterr Court Guard)
3. Clutch Adjustment: After the first few hours of opera- 1. Fuel tanks should be properly installed and vonted.
tion examine the adjustment of manual gear. Clutch 2. Fueling should be completed before dark except in
lever should stay in either position without being held. l mergenciu.
It should snap into the forward position and shouldstay
3. Whenover boat is moored at service l tation for fueling:
in reverse without forcing. (NOTE : This does not apply
(a) Do not mmoke. strike matches, or throw switchem.
to some four-cylinder models which have wedge mech-
(b) Stop all engines, motors, fans, and dovices liable
anism for reverse position, and must be held in reverse.)
to produce mparkm.
For instructions on clutch adjustment, see pages 45 to 52.
(c) Put out all lights and galley fires.
Wanting: Never operate engine with loose and slipping 4. Before mtarting to fuel:
clutch, because this condition will generate heat by (a) See that boat is moored securely.
friction, warping and galling the clutch plates, causing (b) Close all ports. windows, doors and hatohr.
permanent damage. Clutch trouble is nearly always (c) Aaoertain dofinitoly how much additional fuel the
due to negligence. tanks will hold.
4. After first 10 hours of operation, have the valve tappets 5. During fueling :
readjusted to specified clearance (see center section) by a (a) Keep nosxlo of hose or can in contact with fill
competent marine service station. This is your responsibihty.
opening to guard againmt ponible static spark.
(b) See that no fuel spills got into hull or bilges.
5. Valve Sticking: Sometime5 valve5 on new engine5 or 6. After fumling is completed :
those which have been in storage tend to stick. See (a) Close El1 openingm.
page 59 for remedy. (b) Wipe up a11 spilled fuel.
(c) Open all ports, windows, doors and hatches.
FUEL (d) Permit boat to ventilate for at least 5 minutes.
(e) See that there is no odor of gasoline in the l ngtne
The Gray Marine Motor Company approve5 the use of high room or below decks beforo l tartfng machinq or
grade gasolines as marketed by reputable refiners. Good, lighting fire.
fresh gasoline of the correct octane for the particular model (f) Be prepared to cast off moorings as soon a engine
engine should be used; the correct grade for each model l tartm.
rag* 12 G faymarhe Gasohe Engines
ENGINE INSTALLATION
Proper installation is a condition of the Gray Warranty. This
brief section is included to give emphasis to some essential details, 4. Watox Piping: Use standard pipe and fittings only, eltm-
because a high percentage of service troubles are caused by inattng all “street ells” which impose a restriction on the flow
faulty installation. (refer to Fig. 5). Connect sections with hose over pipe and hose
1. Moving tie Engine: The engine is fitted with either one or clamps for vibration joints. IMPORTANT: Intake piping to water
two lifting rings designed to carry the full weight of the engine, pump should never be smaller than the I.P.S. of intake fitting on
therefore auxiliary slings are not required or desired. Never try pump. We recommend using nest pipe size larger than intake of
t o ut a sling around the engine, as this will not hold the engine pump for free flow. Avoid sharp bends.
so Pely, and may damage accessories. 5. Water Intake Scoop: Through-hull fitting should always be
2. Engine Bedr This should always be of sufficiently heavy one size larger than the pump intake sire. Locate the scoop so
section to insure rigidity, and well secured to the hull. Maximum that the intake pipe to pump will be as short and straight as
operating angle of the engine at full speed, as mounted on this possible. Bends reduce flow and add to load on pump.
bed should not exceed 16 degrees from water level, because at
a higher angle the lubricating oil pick-up screen may not be 6. Soa Cock: A gate valve in water intake pipe is desirable but
fully submerged (see Fig. 10, page 21). Remember that the angle not essential. It must be of free tlow type and of sufficient sise to
may increase if the boat is loaded deeply at the stern and the prevent any restriction to flow.
bow is light and high. 7. Check Valve in Water Intake Line: When this is an item
of the installation use valve one size larger than intake pipe sise,
reducing to intake pipe size with bushings, to provide adequate
flow area.
8. Water Recixculation Line: All current models of engines
up to and including those with piston displacement of 226 cu. in.
use a dual unit Thermogard temperature control system with
choke-type thermostat at the outlet to overflow line, and a
pressure valve at the outlet for the recirculation line, piping for
which is shown in Fig. 4h. Larger engines use a single unit
Thermogard valve, shown in Fig. 17, to be piped as shown in
Fig. 5. In both types note that the T-fitting for recirculation line
MUST be located below the load-water-line of boat. It is important
that no restrictions of any kind exist in the recirculation line or the
overflow line. Neither must be smaller than pump intake size.

3. Exkaurt Piping: This must never be reduced in sire at any

point smaller than the flange size supplied on exhaust manifold.
It may be increased in sise. Use standard pipe and fittings only,
or tubing of equal or larger inside diameter than the correspond-
ing iron pipe sire. Do not use “street ells” for connections (see
pig. 5). No bends should be more than 45”, and all exhaust exits
must be above water line. For most installations, all of the dis-
charged cooling water can be carried by the tailpipe., Water
MUST enter exhaust pipe at a point lower than exhaust mani-
fold, preferably 6 to 8 inches from flange, so that there will be
no danger of any water getting back through the exhaust valves,
regardless of boat’s pitch. Water stream should enter exhaust
flow diagonally; not at right angle. We recommend the use of a
Graymarine water-cooled elbow at this point, available in sizes
to fit all engine models. (See diagram next page).
Pmp. 14 Graymarrie Gasolrire E&/ires

1 AN G L E MOUNTING

I HORIZONTAL MOUNTING-
I
-for installation on sloping engino beds, as shown here using solid mounts and
aligning shims in Q typical auxiliary. Similar condffions in many crvisws.
Ffg. 5-Pbfng Diagram with ‘Thermogord”. Pipe Size “A’‘-not smollw thwa
Fig. 6-Fnginm Mounts
pump intake size. Pfpo Size ‘W-one sfza larger then pump sire.
12. Therm0 Switch (supplied with Instrument Panels #75650,
9. Fresh Water Cooling System: For engines with this equip- z.77800. To mstall this, remove pipe plug from J 5” I.P.S. threaded
ment, we insist upon use of a heat exchanger unit approved for hole at front end of cylinder head. Insert thermo-switch element,
adequate size and proper design. Units supplied by Gray Marine and connect with smgle wire to instrument panel. See Wiring
Motor Company will give perfect service because they are en- Diagram, page S-6.
gineered to fit the engine. CAUTION: Remove W” pipe plug vent,
in pump-to-manifold pipe, when filling the system with coolant. 13. Tachometer Cable (supplied only with instrument panel).
See pages 23-30. Connect from instrument panel to fitting on side of reverse gear
10. Fuel Tubing: Size must not be smaller than the size indi- housing on most models. Note: on some models this connection
cated by the tube nut on fuel pump fitting supplied with engine. is located in center of cylinder head.
A flexible section of sufficient size is desirable between the fuel 14. Electrical Connections: Follow wiring diagram to conform
line and fuel pump, or a loop in the tubing may be provided to to type of generator on engine (pgs. S-6-S-1 1) and use wire sizes
prevent breakage due to vibration and strains. no smaller than those ‘indicated. Solder all connections. Locate
Note: On twin engine installations, if you do not have two gas battery as close to engine as possible, with short cable, not
tanks, be sure to run a separate line from the tank to each smaller than No. 0. For ground connections, see page S-5.
engine-not through a header line. 15. Voltage Regulator (supplied for engines with constant-
11. Oil Prerrure Tube to oil pressure gauge on instrument voltage generator.) This should conform to ground polarity (see
panel is connected to a brass fitting on carburetor side of cylinder page S-5). After wiring is completed, repolarize the generator
block. Use W” tubing, anchored with tape to prevent chafing, and (instructions are on page S-8). NEVER polarize an alternator.
with a loop in the tubing at engine end to prevent metal fatigue
from normal engine movement. On rubber mounted engines, use 16. Propeller Size: Final selection of propeller should be size
flexible tubing or a flexible section at engine end. which will permit the engine to turn close to its maximum rated
rpm. Tables of suggested propeller sizes are on pages 74-75.
 Fuel SWem Pems I7

unit made up of a valve cage, a amall fiber valve and a ltght

coil rpring. Valve a-mblies are held in place by a retainer plu9
permitting easy removal. Note that on mme modeL the retainer
plug on the preaure valve ti different from the one on ruotion
valve, having an erpandon chamber. In rea-mbliag, use care
to indall the plug with l xpantion dome in itm correct place, over
prmure valve, otherwise pump will not operate properly at high
rpeed. Particular attention rhould be paid to the fuel pump valves
if fuel pump doee not function properly after the engine has been
out of operation for any extended period. Remove retainer cap,
taking care not to lore the rmall spring, and probe the fiber disc
to make oure il ia clean and 1-e ao that it can move freely off
the mat. A dicHng pump valve, caused by gum deposit from
dale gasoline, L rrometimw found when engine har been out of
nrvice. When thin condition ir found, it ir necessary to clean and
polish the valve dfaca thoroughly, valve chamben and valve
reatr. Valve8 mud be flat; a warped valve should be replaced.
Use a new gatet under cap if neceuary.
Anothm possible cause of pump trouble ir a broken or punctured
diaphragm. Only a alight movement of the diaphragm ir required
Fig. 7-Checking Engine Alignment at Propeller Coupling
17. Engine Alignment: Remove all the bolts from the coupling
flanges, then rotate the shaft 360 degrees, or one complete turn,
inspecting for gap with a feeler gauge. For satisfactory align-
ment the faces of the coupling halves should be exactly parallel,
so that a .003” gauge cannot be inserted at any point (Fig. 7).
After the first trial run of boat, recheck alignment as above.
18. Installation Angle-Vee Drive, etc.: If engme is to be
used with Vee Drive gear, or otherwise installed in a horizontal
position, special oil depth gauge and external oil line to clutch
bearing are required. Refer to Vee Drive, page 55.

FUEL SYSTEM
Description: Fuel system properly includes fuel tank, fuel lines,
fuel strainer, fuel pump, carburetor and flame arrester, choke
and throttle controls, and intake manifold. Fuel stored in fuel
tank flows through fuel strainer into fuel pump. Pump forces
fuel, as required, into carburetor. There it is atomized and mixed
with air drawn through intake manifold and valves into combus-
By rcwlving shaft (G) the eccentric (H) will lift rock arm (D) which
tion chamber by vacuum caused by downward stroke of pistons. is pivoted at (E) and which pulls the pull rod (F) together with diuphragm
F u e l Strainer: We recommend installation of an edge-type or (A) held between metal discs (B) downward against spring pressure (C)
ceramic fuel strainer between the shut-off valve and the engine. thus creating a wcuum in pump chamber (M).
Puel Pump: This is of the diaphragm type and is,mechanically Fuel from the tank will enter at (J) into sediment bowl (K) and through
operated from an eccentric on camshaft. On most models pump strainer (L) and suction value (N) into pump chamber (M). On tk
is also equipped with a special hand-operated lever, which is return stroke, spring pressure (C) pushes diaphragm (A) upward, forcing
useful in filling the carburetor when first starting up the engine, /uel /mm chamber (M) through pressure uulvc (0) and opening (P)
into the carburetor.
or after the tank has run out of fuel, or alter the carburetor bowl
has been emptied for any reason. When tk carburetor bowl is jilted the float in the&t chamber will shul
of tk in&t needle ualw, thus cTeating a mssure in pump &umber (M).
Note: If no stroke can be obtained on hand lever, crank engine This pressure will hold diaphragm (A) downward clgainsc tk spring
over one revolution to change the relative position of operating pressure (C) wkre it will remain inomatiw until tk carburetor requires,
arm to cam. Diaphragm is composed of several layers of spe- further fuel and tk needk valve opens.
cially treated cloth, which is impervious to gasoline. Spring (S) is merely for the purpose of keeping rocker arm (D) in constant
Servicthel Pump: If pump fails to function properly, make contact with eccentric (H) to eliminate noise.
sure that suction valve and pressure valve (N and 0 in Fig. 8)
are seating properly. Each valve assembly is a self-contained
rm(I* 18 Graymuhe Gasohe E n g i n e s
Fuel S y s t e m Page 19

to handle the fuel supply to carburetor, and due to the extreme

flexibility of the material, the diaphragm seldom fails from any
cause other than age and drying. To replace diaphragm, first
file-mark cover position on body, then remove screws from top
cover, and remove diaphragm nut and retainer disc: diaphragm
may then be lifted out. Replace with a new one and reassemble.
IMPORTANT: When reassembling, depress operating lever
and hold while tightening screws. A leaky diaphragm permits
gasoline to be drawn into the crankcase through the rocker
arm opening, and will dilute the lubricating oil.
Sediment Bowl: Fuel pump, except on smaller four-cylinder
engines, has a surge chamber, making it a simple matter to
detect the presence of sediment in fuel pump. Bowl and screen
should be checked and cleaned periodically. When engine
falters-runs irregularly-stops when there is ample fuel in the
tank, the first thing to look for is dirt in the sediment bowl.
In replacing the sediment bowl, make sure the cork gasket is
in good condition and properly seated. If gasket is dry, a little
film of grease on it will help to maintain the seal. Pump will not
function if it is leaking air at any point. Don’t use pliers on re-
tainer nut or you may break the bowl.
CARBURETOR: The first rule on carburetors is: LET IT ALONE.
Every carburetor is tested by the manufacturer, then given final
adjustment under load at the Gray test room. Unless the boat is
being operated in an altitude above 2000 feet, no readjustment
should be necessary. The greatest enemy is dirt, and a good deal
of carburetor trouble can be eliminated by installing a good fuel
filter between the gasoline tank and the engine, and of course
servicing the filter periodically. The metal screen on the fuel
pump bowl is not fine enough to filter out all of the foreign matter
Main Jet Adjwtment: This adjustment can occasionally get
upset, from vibration, tinkering, or the necessity of removing the
needle valve to free a small particle of foreign matter. The pack-
ing gland nut should be loosened enough to permit turning the
adjusting screw with thumb and forefinger. NEVER USE PLIERS.
First, turn in the Main Jet Adjustment (2 in Fig. 9) as far as it will
go without forcing; then turn out the number of turns recom-
mended in the “Adjustment Data” on.pp. S-3, S-4, S- 13 and S- 15.
Fmal main jet adjustment must be made at full throttle under load
after engme has been thoroughly warmed up. Turn In adjustment
screw until engine loses speed. Then open adjustment to point
where tachometer fails to advance, plus an extra quarter turn
to keep from having too lean a mixture. &tighten packing gland
nut to prevent adjustment from vlbratmg loose. Always check
distributor tlmlng after altering carburetor adjustment.
Idling Adjustment: The Throttle Stop Screw (5 m Fig. 9) pre-
vents the throttle plate from being closed to the point where the
engine might stall under load. Follow recommendations in “Ad- I. Carburetor Body 5. Throttle stop screw
justment Data” section for minlmum ldhng speed according to
2. Main Jet Adjwtment 6. Choke Lever
engine model. The approximate setting of the Idling Needle Valve
3. Idling Noodle Valve
(3 in Fig. 9) 1s also given under “Adjustment Data,” pp. S-3, S-4. 7. Flame Arrestor
4. Throttle 1.v.r 8. Valve Chombw Brw~thw Tube
Poga 2 0 Craytnarhe Gasoline Enghes hbricatilg S y s t e m rag* 21

S-l 1, and S-13. Make final setting with engine under load at mini-
mum idling speed, Turn idling needle valve gradually in or out
until the engine runs steadily and as fast as closed throttle
position will permit.

Choke: The remote linkage from operator’s station must allow cr

full closing of the choke lever (6 in Fig, 9). Because a marine
manifold will condense a high percentage of gasoline out of the
vapor on a cold start, the choke valve is used much more on o
marine engine than on an automobile engine.

Dual Carburetora: Improper linkage is the most frequent carse

of trouble on multiple carburetor installations. Throftle and choke
levers must work in unison. When a two-carburetor engine is
difficult to start, it usually.meons that the choke butterfly val\es
are not parallel. Priming with gasoline is a source of danger and
is never necessary provided both chokes ccIn be completely closnd.
Fig. IO-Oil Level Murl be Kepf Above Pick-up Screen (Four-75, Ilhtrofed)

Flame Arrester: The flame arrester is mounted on the air intake

horn of carburetor, which is held in place by a set screw. It con- r o d s , c l u t c h a n d r e v e r s e g e a r , reduchon gear, etc. 011 t h e
sists of a grid of closely set brass louvers which permit air to pass internal parts of the engine.
freely through into the carburetor, but any flame passing in the
opposite direction is instantaneously quenched, It thus performs Service: In general, the pressure lubricating system requires no
attention other than maintaining the oil level at all times up to
two functions: (1) strainer for air supply to carburetor, (2) back-
fire trap. Never attempt to start engine without flame arrester the full mark on oil depth gauge, using a good grade of S.A.E. 30
oil, and changing the oil every 50 hours of operation as specified
in place.
under “ M a i n t e n a n c e ” T h e m a n u a l t y p e r e v e r s e g e a r u n i t
It is important that the flame arrester should be kept clean be. is on the engine’s pressure system and requires no special
cause obstructions in the carburetor air inlet will decrease power attention. For lubrication of hydraulic clutch, see page 5 4 . T h e
and increase fuel consumption. At least once a month, the flame accessories are separately lubricated and should be given
arrester should be inspected to make sure the air passages are periodic attention ~1s specified in the schedule on pages 3 to 5.
clean and free from oil or lint. If dirty, remove and wash in kero-
sene. Blow out with compressed air if available.
OIL CHANGE
Causes of back-firing include too lean a fuel adjustment on car- The impdrtance of a periodic oil change must be appreciated by
buretor, obstruction in fuel line, dirt in intake soreen on fuel every boat operator if he expects to get satisfactory performance
p u m p , o r s p a r k s e t t o o l a t e . “ P o p p i n g b a c k ” t h r o u g h t h e ccir- from his engine. We recommend SO hours of running between
buretor usually indicates insufficient fuel from some cciuse, and oil changes under average conditions. Remember that a marine
the condition should be corrected at once, not only because of engine is working against a constant load 100% o f t h e t i m e
the fire hazard, but because weak mixtures tend to run very hot (compared to an automobile engine, which is substantially as.
exhaust temperatures which will burn and pit the valves. sisted by momentum) and often runs hour after hour at top speed.
The valve chamber breather tube (8 in Fig. 9) should terminate This means that oudahon and acid formation occur more rapidly
i/i” t o %” from the flame arrester; if gap is too close, the ccIr- in o. marine engine. Engine should be warmed thoroughly before
buretor will suck oil out of crankcase. oil is changed. NOTE: S ump pump hose fits over, not into, oil
dip stick tube (see Fig. 11).
When using the sump pump to remove old oil from the engine,
LUBRICATING SYSTEM it is advisable, when engine is on an angle, to remove clutch
General Description: Lubrication of the entire engine except. housing cover and pump oil from bottom of housing also.
ing the accessories mounted on outside of cylinder bldck is moin-
Oil Filter: S u p p l i e d (IS standard equipment on some models,
tained by a positively driven gear pump located in crankcase,
available on all. This requires attention periodically, and the
as shown in Fig, 10. The intake screen, which is at all times sub-
cartridge should be changed every 150 hours of operation.
merged i,i oil, picks up oil in volume proportionate to the speed
Remember that when the filtering element is filled with accumu-
of the engine, and the pump lorces it through a cooler and deliv-
lated sediment it no longer functions crs a filter, as the oil there-
ers it under pressure to on oil gallery line within the cylinder
after by-passes it
block, whence it is distributed to crankshalt. camshalt. connecting
rage 22 Cfaymafine- Gasoline
- Engines Coo/rirp S y s t e m

Oil Pressure: A sprrng-loaded by-pass valve (FK. 12) controls

the pressure at hrgh speeds and when the 011 1s heavy and slug-
gish during cold weather starting. Normal or1 pressure at oper-
atlng speeds 1s 30.40 lbs An oil pressure of less than 20 Ibs.
usually indrcates worn bearrngs. (5 to 15 lbs. is satrsfactory
at idle.)
To increase oil pressure remove large hex-head cap to relief
valve chamber (Fig. 12), located on the side of the cylinder
block, and increase the tension on the sprmg by placing a
washer behind it: this will increase the oil pressure. At the
same time, clean the sprrng and plunger thoroughly, because
the plunger may stick in the bore if it does not have a polished
surface.
Function of the oil circulation system is not only to lubricate but
also to cool the bearing surfaces.
Excess sludge is an indication of engine running too cold or of a
water leak. If there is an accumulation of sludge, the engine
should be removed from the boat and the oil pan thoroughly
cleaned. Sludge will plug the oil pick-up screen, causing possible
Fig. II-Us. al Sump Pump
failure of pressure lubrication system. Never use a brueh when
An Oil Piltcr is Not a Substitute for an Oil Change. h cleaning the screen as it will cause some of the grit and other
filter can remove nnpurrtres but rt cannot add to the or1 those damaging material to be forced into the lubricating system.
factors which normal usage takes out. By ehmmatmg grrt and
other harmful foreign matter, an 011 biter prolongs the life of COOLING SYSTEM
bearings, journals and other mov!nq parts, but 11 does not have
any effect on n or m al ouduatlon. Running without water can damage an engine as quickly as
running without oil. Operation of the sea water pump rhould
Always buy a marine-type 011 mode by onv of the reputable
always be checked first thing after starting the engine. Observe
refineries, and follow the v~scoslty recommendotlon on the clutch
h o u s i n g c o v e r . A n or1 o f l o w e r v:scos~ty mav b e s u b s t i t u t e d in temperature gauge (or overheat flasher) in instrument panel. If
excess heat is noted after starting, shut off engine immediately,
cold weather to make starting easrer.
and investigate flow through pump.
Note: There is no cause for alarm if water temperature gauge
indicat&s high temperature immediately after turning off an
engine. This is caused merely by the residual heat from the engine
after water circulation is stopped.
Graymarine engines have direct sea-water cooling as standard
equipment. Gray factory-installed indirect fresh-water cooling
is available on almost all models.
Direct Type: This consists of a positive displacement type
pump, oil cooler (on most models), water jackets for each cylin-
der, cylinder head and manifold, plus intermediate fittings and
connections. The smaller fours may be equipped with a thermo-
stat, extra. Many larger engine models have the “Thermogard”
automatic heat regulator as standard equipment; available
extra on others. Inlet and outlet lines are supplied by the boat
builder according to installation specifications. We recommend
the installation of a gate valve at intake. When boat is to be
operated in water containing sand, silt, seaweed, etc., installa-
tion of a sea water strainer will prolong the life of the pump
and keep oil cooler and water jackets clean. A sea water
Use of Special Brand Oils: W h.tn “slnq detr~rqrnt 011, f o l l o w
strainer is desirable for engines equipped, with “Thermogarcf”.
the refiner’s dlrectlons carefully See p a g e 59 “Vulva Sticking.”
Water-cooled exhaust elbow, designed, manufactured and
Never mix special b r a n d s a n d n e v e r p u t dctrrgrnt 011 Into a n
patented by Graymarine, is now available for all models.
engine with an accumulahon of carbon or sludge
?ag* 24 Graymarhe G a s o l i n e Englires
Coohg $)&em

m-m-m- m-=.-m-=-l6 1 - 16
Fig. IJ-Water Pump-standard Single Neoprene Impeller Type

WATER PIPE SIZES

Intake: The water intake scoop, the through-hull fitting and the CAUTION: Drain plugs are sealed with sealing compound at
pipe to water pump should all be one size larger than pump factory. Il removed, use a box or socket wrench; then replace
intake size (Fig. 5, page 14). Note: on some models this is taken seal tight. An air leak at this point may seriously affect pump’s
care of by a pipe-to-hose elbow at pump inlet. If hose is used performance.
from scoop to pump, it should be non-collapsible type.
Pumps are equipped either with mechanical seal or packing
Outlet: Water outlet pipe to exhaust pipe (or Gray Water- gland. On the latter a slight water leak may develop at drive
Cooled Exhaust Elbow) should be the same size as water pump shaft as normal wear occurs. Take up on packing gland nut
intake, no smaller. just enough to stop the leak--too tight gland adjustment causes
Do not use atzeet elbows or other restrictive fitting6 in excess wear.
cooling system. Remember that a single restricted connection
or street elbow will cause as much damage as if the entire Lubrication: When impeller bearings are lubricated by grease
cups, they should be filled with waterproof grease, and given a
pipe installation were undersize. half turn daily.
SEA WATER PUMP-Standard Single Neoprene Impeller
Types: Shcwn in Figs, 13, 15. Self-priming, single neoprene S E A WATER PUMP-Bronze Gear Type: (not current)
rubber impeller, with concentrlc location of sha!t and impeller Shown in Fig. 14. Slotted holes in the pump mounting bracket
F l e x i b l e i m p e l l e r r o t a t e s agamst inchned c a m p l a t e pumpmg permit accurate alignment of pump to generator to minimize
water under pressure to outlet bearing wear and to insure quiet pperation; realign pump if
tension on generator belt is changed. Flexible couplings
Slotted holes in the pump mounting bracket permit accurate permit pump to run freely regardless of minor misalignment
alignment of pump to generator to minimize bearing wear and with generator, which is unimportant. If pump does not pick
to insure quiet operation; realign pump if tension on generator up its prime on starting, give grease cup an extra turn and
belt is changed. do this at once. D6 not use excess grease as it will combine
with dirt particles to form harmful abrasive compound; and
grease carried into the water line may clog oil cooler.

Lubrication: Fill grease cups with good waterproof grease only,

A half-turn once a week is sufficient on a new pump, but this
should be done more frequently as wear occurs.

Pump Replacement: Whenever the water pump is in worn

condition from abrasion, and persistently fails lo pick up its prime,
it should be replaced to prevent damage to the engine from over-
h e a t i n g . A l t h o u g h b r o n z e gear t y p e o f w a t e r P u m p i s n o l o n g e r
Fig. I4-Water Pump-Bronze Gear lypc (not current)
used on current engines. replacement pumps ore available from
Service Parts Dept. and Graymarine distributors carry them in stock.
Pago 26 G t a y m a t h e Gasot’he Enghes Cooihg System Page 27

OIL COOLER: The engine oil cooler receives the full flow of Fig. 17-Single lhwmogard, Showing Element Removed from Housing
water from the sea water pump. It performs the dual function of
protecting the bearings by cooling the oil, and it also preheats
cold sea water before it enters the cylinder block. On current Service-Single Unit Thermogard: Satisfactory operation of
models a tubular type is standard. On some models a plate type this unit depends on two things-connecting water lines installed
unit was used. A separate oil cooler is also supplied on Warner precisely in accordance with directions in Fig. 5, pg. 14, and
hydraulic transmission. freedom from dirt. If the plunger of thermostat assembly sticks, the
engine will probably run too hot. Therefore, inspect this plunger
Service: Oil cooler should be checked periodically for pressure periodically by unscrewing the large hex nut, which permits
leaks, and the internal passages should be kept clean and free removal of the element, as shown in Fig. 17. This should be done
from obstructions. weekly in sandy water, monthly in salt water, and once a season
On small four-cylinder models not equipped with an oil cooler in fresh water. Remove all dirt deposits from housing, and clean
or temperature control system, water is circulated from the sea plunger with fine emery paper if required.
water pump to the exhaust manifold jacket, where it acquires
heat, and from there it is piped to the rear end of the cylinder IMPORTANT: When replacing unit in housing, hex nut must be
block. From the block it rises by convection and pressure through tightened snugly, because a loose nut will increase temperature.
passages at the gasket surface into the cylinder head. The outlet
overboard is taken from the high end of the cylinder head. Adjutiment to Meet Special Operating Conditions: The
controlled temperature in the engine’s water jackets can be
“THERMOQARD” TEMPERATURE CONTROL: This is a readily reduced or increased simply by making an adjustment
thermostatically controlled recirculating system introduced by on the thermostat sleeve. The sleeve is secured to the thermodat
Gray in 1946 and now standard equipment on 6cylinder by a lock nut, With the thermostat facing you loosen the lock
engines, also available on all of the 4cylinder models. Engines nut-turning the sleeve counter-clockwise has the effect of
up to and including those with piston displacement of 226 cu. in. decreasing the engine’s temperature. On the other hand if it is
now use a dual unit system with choke-type thermostat at the desired to increase the engine’s temperature, turn the sleeve
clockwise. Very small movement is required. A change of
overflow line, and a pressure valve at the recirculation line, ,020” in endwise movement is sufficient.
shown in Fig. 16. Larger engines use a single unit Thermogard
valve, shown 111 Fig. 17. Piping diagrams are shown on pages Water Jacketing and Core Plugs: The main water-jacketed
13 and 14. areas of the engine include the cylinder block, head, exhaust
Service-Dual Unit Thermogard: If the engine runs too manifold, and on some,models intake manifold. In these cored
hot, first check the water pump and drive belt, then next remove castings holes must be provided for the foundry to remove the
the housing of the pressure valve, to which the recirculation line cores, after which these holes are bored and sealed with core
is connected, to inspect condition of pressure valve and its nylon plugs. The core plugs are of various sizes, made of stainless
seat. Look for dirt or Borne foreign object which may have jammed steel, and either dish-shaped (so-called Welch plugs) or cup-
it. If engine runs too cold, remove the thermostat housing, located shaped. They are a drive fit in the bore through the casting wall.
at front end of cylinder head, to check thermostat valve and its
nylon seat, Clean thoroughly, Thermostat may be tested by SERVICE-CORE PLUGS: These should be inspected at overhaul
putting it in hot water. If movement of its piston cannot be observed
time for signs of leaking or corrosion. This is especially important
in salt water operation.
visually, replace it.
Pop* 28 Graymar/ne Gasolhe Enalires Coohing S y s t e m Fag* 29

To remove a loose core plug, bend it inward at the center with

a piercing punch and hammer. This will bend the lip away from
the bore and the plug can then be pried out. This operation is
easily done but care should be taken not to crack the casting
wall. If the plug appears likely to push through into the wgter
jacket, it may be drilled and removed with a puller.

To install new plug, first clean the bore thorouyhly, apply seal-
ing compound, and drive the plug in place usmg a driver of
brass or hard wood. In ordering new core plugs always specify
engine serial number, to make sure of getting correct size and type.
L
J
Fig. J9-C*nfrifug.f Pump, Used with Indirect Coo!ing Sysw,,
I. Pump Housing 4 . S h a f t and Bearing 7. Coupling Lock Scrcr
Draining Water Jacketa: In cold weather, when operating in 2. Stud 5. Snap Ring 8. Drain Plug
fresh water, cylinder block should be drained when engine is out 3. Impeller Assembly 6. Drive Coupling IO. Gasket
of service to prevent freezing. Gray engines have drain plugs on
cylinder block, on oil cooler, on water pump, on Thermogard. Heat Exchanger:
Prodding the drain holes with a piece of wire will make sure they The heat exchanger may be either outboard type (Keel Kooler)
are fully open and not clogged with sediment. Note also that some o r i n b o a r d t y p e . a n d t h e l a t t e r m a y b e e i t h e r p l a t e t y p e or tubular
engines with hydraulic reverse gear have water-jacketed housing type. A zinc electrode is usually provided in the heat exchanger
on the reverse gear, In freezing weather it is important to remove to prevent electrolysis. This should be inspected periodically. and
drain plug at bottom of housing to prevent fracture of the housing. replaced when it becomes deteriorated. Whenever fresh water
cooling system is used. a small auxiliary pump must be provided
FRESH WATER COOLING SYSTEM: Gruymarine has in to cool the engme’s exhaust line.
the past supplied many 4 and 6 cylinder engines with factory-
A n y e t h y l e n e - g l y c o l b a s e a n t i - f r e e z e s o l u t i o n c a n b e u s e d satis-
installed fresh water cooling system, using centrifugal pump as
lactorlly in a closed type cooling system for marine service. Do
illustrated in Fig. 19, but this 1s not bemg listed for current models
not use alcohol for the anti-freeze solution, because this can be
f o r t h e r e a s o n t h a t satistactory equipment is available from manu-
vaporized. constituting a hazard in confined spaces.
f a c t u r e r s s p e c i a l i z i n g i n f r e s h w a t e r coohng kits. These are sold
and mstalled b y m o s t Graymarme dealers. Warning: We caution against the use of “home-made” fresh water
coolin systems because the water pump on a standard engine has
9
inadequate capacity for this type of service. and an incorrect in-
stallation can void the engine warranty. Reputable manufacturers
of such equipment furnish water pump and heat exchanger of
adequate capacity. and with proper installation instructions.

Fig. ZO-Outboard fypc (left) and Inboard type Hcof Exchangers

ELECTRICAL SYSTEM
Description: Older models used 6.volt e l e c t r i c a l s y s t e m w i t h
t h i r d - b r u s h t y p e 13~ompere g e n e r a t o r . o r 20.ampere constant-volt-
age generator. All Graymarine gasoline engines in current pro-
d u c t i o n h a v e 12.volt electrical equipment as standard. Nearly all
current models are equipped with 40.ampere marine-type alternator,
as shown in Fig. 23.
Fig. J84Jagrom of Indirect Co&g System
 Hectrial Svstem
Because of the wide variety of available electrical equipment, it
is important to use the correct wtring diagram, and these are
identified under the heading of “Data on Generators and Begu-
lators” on page S-5 of the center sectron o f thts b o o k . S o m e
circurts have positive ground, some must have negative ground,
and there are some which may use either posrtive or negative
ground
The recommended spark plugs will be found listed on pages S-3,
S-4, S-13 and S-l 5 of center section.

In the maintenance of the electrical system, the most impor-

tant single factor is to keep all connections tight and clean. ,
Loose or corroded connections will cause run-down batteries,
weak spark and hard starting. Regular inspection of all elec-
trical connections is the best safeguard against failures in the
electrical system.

Battery Maintcz8ance: Battery should be inspected and

checked at least once a month, or every SO hours of running.
Keep the battery terminals clean and ttght, and well smeared Adjustment for generator belt tension is provided by the cradle-
with vaseline or light grease to prevent corrosion. Vaseline type mounting.
should be put on outside of battery posts after cables are con-
nected, ax vaseline is a non-conductor.
CAUTION: Excessive tension will cause rapid belt wear. At
correct tension the d i ‘-2 belt may be depressed a distance
Add pure water (preferably distilled) to each cell until w a t e r equ .l to th th c’ ness of .ha belt, with thumb pressed againd
level is approximately 36” above plates. If impossible to obtain center of its widest spa?
distilled water, use rain water. Do not overfill cells, and be sure
the vents are kept open in filler caps. These are for the escape
Qenerator Maintenance: A periodic inspection should be
of gas from the electrochemical action. made of the charging circtit: make it a rule to do thin every time
engine lubricating 01 is changed. Keep all connections c:ean
ALTERNATOR and tight. If the commutator is dirty o- dircolored it can be
cleaned by holding a strip of 00 saxpaper against it while
This is now standard generator on all current models. It has sealed
bearings and requires no lubrication attention. Wiring diagram is
on page S-l 1 at center of book. Ground is negative.

Note: 11 center terminal of the regulator is not used in the installa-

tion, be sure the center terminal is tightened down, because if this
vibrates loose, the clip may touch the regulator cover and cause
a short.

Caution: In case of a run-down battery, always use extreme care

in starting an engine equipped with alternator. by use of jumper
leads from a dockside battery. I! the wrong polarity is applied, the
rectifier cells in the alternator will instantly burn out.
\
GENERATOR /
On all older models of Graymarine 4 and 6-cylinder engines,
and on some current models, the generator is direct-coupled to the !
s e a w a t e r p u m p a s i l l u s t r a t e d ur Fig. 21. In another accessory
arrangement, as used on other current models, the generator and /
water pump are independently driven, as shown in Fig. 22. !

Wiring diagrams with the various types of Gray instrument panels I

will be found in the center section of this book. Identification of i
generators and regulators used on Graymarine engines will be
found on page S-5 of center sectron Directions for repolarirtng
I
of generator will be found on page S-8.
I
i
Cam. 32 Graymarine Gasoihe Ewiies
Electticai System Porn* 33

CURRENT-VOLTAGE REGULATOR
Description: Most models equipped with a constant voltage
generator have the regulator already mounted on engine. If not
mounted, the regulator should be mounted close to the engine
inside the motor box, or as near the engine as possible or on the
engine. This umt contams (1) a circuit breaker, (2) a current
regulator, and (3) a voltage regulator.

The function of the circuit breaker is to open the circuit between

the generator and battery when the generator falls below
generating speed. The regulators are magnetic switches which
operate on a principle similar to the circuit breaker, and their
function is to prevent the generator’s output from exceeding a
safe maximum; also to reduce the output in accord with the
requirements of the connected electrical load and the condition
F i g . 23--Typical A r r a n g e m e n t w i t h Alfernafor
of charge of the battery.

turning the commutator slowly. DO NOT USE EMERY CLOTH. It 1s Important that the regulator must conform to ground polarity.
In time, the commutator will wear from use and may require rlt- If the wrong regulator 1s used, the hfe of the regulator will be brief,
surfacing. If commutator is rough or worn the generator should a n d It will eventually be burned out. Aside from this the unit is
be removed from the engine and the commutator turned down seldom a source of trouble. In case 11 b e c o m e s f a u l t y , d o n o t
on a lathe. Remove only a thin cut, sufficient to true up and a t t e m p t t o a d j u s t 11, but have this done by an electrical service
remove roughness and high mica. After turning the commutator, stohon, or replace It.
the mica should be undercut to a depth of 5&“.
The brushes will wear out from use and must be renewed when CRANKING MOTOR (STARTER)
they get too short. Replace worn brushes, using only specified Description: Two different types of cranking motor are used.
brushes for renewals, and make sure the brushes can slide freely One type has the well known Bendix drive, with drive pinion on a
in their holders to prevent sticking. spiral threaded sleeve When the armature revolves, the threaded
When replacing brushes it is necessary to reseat them so that sleeve turns wlthm the pmlon, moving pmlon outward, causmg it
they will have 100% surface contacting on the commutator. The to mesh with the teeth of rmg gear on flywheel, thus cranking
brushes may be sanded to secure this fit by drawing a strip of the engme. This is Illustrated m Fig. 24.
,
00 sandpaper (never use emery paper) between the commutator
and brush, with sanded surface facing the brush holder, as illur-
trated in Fig. 23. Do not sand too much as this merely shortens
brush life. After sanding, blow generator out with compressed
air, to remove the sand and carbon dust. The generator should
then be run under load long enough to secure a perfect brush
fit. Do not test for output until the brushes are seated.
Output of generators equipped with third brush may be changed
as follows: Moving the brush in direction of armature rotation
will increase charging rate and moving in opposite direction will
decrease the charging rate. Most generators have no fuse.
Check pigtail lead connections at the brushes to see that they
are tight. The pigtail wires must not touch any metal except the
brush holders to which they are attached.
Uastcady or Low Output may be caused by a slipping belt,
by inadequate tension on the brush springs, or by the brushes
sticking in the holders.
Cut-in speed too high may be caused by poor fining brushes
or inadequate wiring.
Fig. 26Typical Crcrnlring Motor with Bendix Drive
The eecrond type of cranktng motor, as illustrated in Fig. 25, har
an over-running type of clutch. The clutch is spring-loaded, and
ltnked to the solenoid piston, in such a manner that the movement THE IGNITION SYSTEM
of the solenoid piaton first meshes the pinion with ring gear on Description: The power in a gasoline engine is derived from
flywheel, then further travel of the solenoid phton closer the the expansion caused by burning a gas-and-air mixture in the
heavy-current switch to start the cranking motor. engine cylinders. In terms of fractional seconds, this is more like
OpardOm 0t Crankbg Motor: If the engtne fatls to start after a continuous burning than an explosion.
normal cranhtng, locate the trouble and make correcttons. Con-
tinued cranhing for a longer period than 30 seconds wtll dovelop In order to ignite this gas, an electric spark is made to jump
excess heat in the cranking motor and there ir danger of damag- across a small gap on the tip of the spark plugs, inside the cyl-
ing it. inders. The spark must occur in each cylinder at exactly the
proper time in relation to position of the pistons and crankshaft,
88art~ Maintoaanao: The cranking motor cover band should and the sparks in the cylinders must follow each other in the
be removed once or twice a season for inspection of the commu- proper sequence.
tator and brush connecttonr. If the commutator ir rough, tt
should be cleaned with No. 00 randpaper. Never w emery cAoth
to clean the commutator. A glazed or blue commutator does not
indicate a condition requiring service, as this is a normal and
ratinfactory condition.
If the commutator is in bad condition, out of round, or if the mica
extend8 above the copper, turn down in a lathe, then undercut
the mica H’.
At tnrpection time, the brushes should be examined and replaced
if unduly worn. Instructions for reseating the brushes are name
as covered in Generator sectton.
All connections should be clean and tight and the brush tension
maintained at 42 to 53 ounces. Do not permit dust and dirt to
accumulate inside the motor. Keep outside of motor clean.
CAUTION: Never put oil on the commutator or brushes.
At inspection or overhaul time, or once a season, cranking motor
should be removed from engine, and the drive mechanism
should be washed in solvent to remove dirt and gum, then lubri-
cated sparingly with light engine oil. Do not use heavy oil or
grease.

BATTERY

Fig. 26-lqnihm Circuits, 6-Cylinder Engine

To accomplish this, the following parts are used: the battery

which supplies the electrical energy; the ignition coil which
transforms the battery current to a high tension current which
will jump the gap in the spark plug under compression conditions;
Fig. M-Cramk& Motor wRh Ovw-Running Clutch Driv.
the mechanical breaker which opens and closes the primary cir-
cuit at the proper time; the dtstributor which delivers the spark
 E/sctricaf System Poe. 37

DISTRIBUTOR MAINTENANCE:
to the proper cylinders; the spark plug which provides the gap in 1 . Choak Distributor Cap for cracks, carbon runners or cor-
the engine cylinder; the wiring which connects the various units; roded terminals. If any of these conditions are found, the cap
and the ignition switch for disconnecting the battery when it is should be replaced. If there is evidence of burning, the cap
desired to stop the engine. can be cleaned with carbon tetrachloride. Do not file.

Keep cap free of moisture.

Operation: There are two distinct circuits in the ignition system, 4

namely, primary and secondary. Keeping these circuits in mind

gives a better understanding of the operation of the system. 2 . Inspect Rotor for cracks or burning. Replace if cracked or
badly worn.
The PRIMARY low-tension circuit includes the battery, distributor
contact points and circuit-breaker mechanism, primary winding 3 . Check Breaker Arm Hinge: Make sure the breaker arm
of ignition coil, and condenser. moves freely on its hinge, and apply a drop of light oil as
covered under “Lubrication.” Moisture or oil under certain
conditions may cause swelling of the fiber bushing in breaker
The SECONDARY high-tension circuit includes secondary wind- arm hinge, producing irregular running at high speeds.
ing of coil, distributor rotor and cap, high-tension wiring, and Remedy is to ream the bushing very slightly.
spark plugs.

4 . Adjust Breaker Pointa. If these are burned or pitted they

Briefly, these ignition circuits function as follows: After ignition should be replaced (but can be dressed down with a fine-cut
rwitch is turned on, the primary circuit is completed and broken ignition file in an emergency). Never use emery cloth
by distributor breaker points, causing a build-up and collapse to clean contact points. After filing, check the breoker
of a magnetic field in the ignition coil. When distributor points point gap and reset to .020”, using a feeler gauge as shown
open, the current has a tendency to continue to flow and forms in Fig. 27. Breaker arm must be resting on high point of cam
an arc across the points. The condenser, which is shunted across during this measurement.
the distributor points, reduces this arc because it has capacity
to store up electrical energy (condenser mounted outside dis-
tributor on some models). When replacing contacts be sure they are aligned and
that they make contact near the center. Bend the stationary
arm to secure proper alignment. Do not bend the breaker arm.
A fraction of a second after the breaker points open, the counter-
pressure in the condenser overcomes the surge pressure on
the line and the condenser discharges back through the primary
winding of the coil in the oppcsite direction to the magnetizing
current. This action in the primary circuit causes a very rapid
movement of the lines of force across the large number of turns
in the secondary winding of coil, which induces a current of
very high voltage and this flows from the secondary winding to
the high-tension terminal at end of coil, then to the distributor,
across the distributor rotor to contact in distributor cap, and
thence over the high-tension wire to spark plug.

Bietrihutor: From a study s! the preceding paragraphs it will

be seen that the distributor is a switching device, consisting of a
set of breaker points operated by a fiber cam to make and break
the primary circuit; while the rotor makes and breaks the second-
ary circuit in exact unison with the action of the breaker points.
Spark control is entirely automatic, being operated by cen-
trifugal weights pivoted on a plate whioh is an integral part of
the shaft and connected to the breaker cam. This mechanism
advances the timing automatically as the engine speed increases
 SPECIFICATIONS
AND
ADJUSTMENT DATA

FOUR AND SIX

DISTRIBUTOR CAP
CYLINDER MODELS

BREAKER CAM
CONDENSER
GRAYMARINE
GASOLINE ENGINES
BREAKER PLATE

RIVE SHAFT

THRUST WASHER
 I FOURS SIXES

MODELS - GENERAL DATA

flrin# Older:
CURRENT I sdi.d%i&:: I :z: I 1zE-i I

FOU+45 Four-112 Model 620 Fov-162 Four-75 Fir&Ii MWJ~ 109 Model 116 Model 1M Model 166 Model 165 Model 165
GraymarIne hladd. ScZ91 Model 60 FCUU-66 Four 66 Model 116 Model 136 Model 175 Model 206

Number of Cyiinda.. 4 4 4 4 4 4 4 6 6 6 6 6 6

Bae and Stroke. in.. 2%x3% 2?&3'2 3%x3% 3=%x4% 3'%4y 3'%X4N 3hiX4'" 3Kx4?S 354x4'8 3hx43s 4x4g 4r4'=As 4%4%

Piston Oisplaca. cu. in. 91 91 112 140 162 162 162 226 226 244 330 363 427
I

Weight:
Direct
R e Ltflvs..
d u c t _..
i o . n. . . Drive
. ._ 43 29 06 3-
66 ‘loo
425 662265 Et 6-
40 640 6775
60 675 69 21 5 :% :tE 1%

6 Volt 12 Volt 12 Volt 12 Volt

Gem Charge Rata Approx.
12 V. alom p . (Fig. 21).
C u t - i n S p e e d

Gen.
12v.l2amp.(Fig.22..
Charge Rate, Appror. - - - - 12am1nO 12;mg@ 12ygQ 12;~g@ 12;;;@

C u t - i n S p e e d 750 750 756 756 756

Approx. Oil Capacity, Qts.. 4 4 4 7 7 7 7 9 9 10 13 13 13
I I 1 I I I I 1

F u d WRP WRP WRP WRP WRP RP P RP RP RP RP P RP

Lubricating Oil, All Models--S.ALE. viscosity 30. Pressure at full throttle-40 pounds

Code: W-White Gaaolins, 66 octane min. R-Regular Etnyl Gasoline P-Premium Ethyl Gasoline Page s-2

CURRENT MODELS - ADJUSTMENT D A T A

Clrbwetw:
Appror.
Maln
ldllng
Tttrmfrom Clone:
Jet.
Valve.. .:
Throttle Stop set at rpm..
_.
:. 1%500
2% 1%H
606 600
1 ‘aA 1’8% 1%
Spark PIup C&p.. . . .025 Jt25 A20

I
lspuk flptj:. . . . . .
D-14 D-9J

awlrr Point Qrp.. . . . . . . .I All Model..020

Allgnmonl.. . . . . . . . . . . . . . All MadeltMulmum .062 bohvtwn cottpllnp freer

tModel 166: ~14

w.s-2
 CURRENT AND SPECIAL
ADAPTATION MODELS
DATA AND ADJUSTMENT
Qrrymorinr ModJ m 440 SOL 6111 S-111 SDE
4-00 4-00 SDM 122 6-111 SDW
4-m BW 6111 BTK
4-m BT 6-111 TD
440 TO S-111 ET
4-76 TD 109 ET
108 TD

Numbu ot Cyiindm.. 4 4 6 0

11% x 43” 3% x 45, 31% I 4% 31% I 4%

Ptom Dlogt. cu. In 162 182 220 226

.___

Flrlng Drdr l-M-2 l-S&2 L 1.b562-1

Mulmm H.P . . . . . . . . . m m 111

At RPM . . . . . . . 3600 3ooo 3600

wot#ht m 4m 6w

On. Chug0 Rot0 ApprOL 1 12 l lp @ 12unP@

lh. 10 l lp. (no 21) iimrpm iimrpm
Cut-h Stiwd. M rpm 7% rpm
A@@ror Oil Clprdty. Qa.. 7 6 0 4

Furl RP RP UP RP

Lubrlatlnp Oil-vluaity SAL 3’J SAESO SAESO SAE 30

Phton Clnrmu, H’ Fntr .604 404 403 403

Pounda P u l l . S-10 b10 bl0 b10

Volva Tmat Se4tlnS:

moko. .014 .014 - .017 .017
thmmt .014 .014 .017 .017

Volvo soot Angle:

hItok Jo” 300 30=
E!tholst 460 4E? 440

CUbWltOf:
&mr Turn0 from clan:
Main Jti. 2 2 2 2
ldlr Saw.. H % H 3/s
ThttllrStogS*atrpm ml 600 600 600
FM suttnp. ‘4 ‘4 xl ‘4

Spvk P l u g . CL14 D-14 CL14 D-14

~-
Spark Plu# Qq.. .025 .026 .026 .026

hokr Point Qap.. .020 .020 420 .020

& 1SS TD and.&111 TD MnS Dr8u 1+2-S-S-S

P-go s4
Page S-5
 ELECTRICAL SYSTEM
CURRENT MODELS
NOTES
t ENGINE INSTALLATION DATA
Ignition Coil: In installing a replacement coil note that the ter-
minals are marked for positive and negative. The terminal which
is connected to the distributor must have the same polarity as the
battery ground, or the life of the ignition coil will be shortened.

Starter Push Button: There is an important difference in the

solenoid circuit peak load on the two different types of crankfng
motors used on Graymarine engines. These are described and
illustrated on pages 33 and 34.

The one with Bendix drive draws very small current in the starter
solenoid circuit, as little as 2 amperes, and for this reason the
push button may be connected in series with the ammeter as
shown in wiring diagrams (B) and (C) on page S-S.

The other type, with over-running clutch type of drive, has to

draw heavy current to engage the spring-loaded clutch linked to
the solenoid, requiring about 20 amperes. For this reason, it is
important to use a starter push button of ample capacity, with
connecting wire of ample size, and to locate the starting push
button in the circuit as shown in diagram (A) on page S-7. On
this type, the push button should never be in series with the
ammeter. Refer to the chart for recommended wire sizes.

Repolarixiag a Regulated-type Oenerator: After wiring has

been completed on a new engine installation with constant-
voltage generator, or any time generator has been repaired or
tested, it must be repolarised to make sure that it has the correct
polarity with respect to the battery. Failure to repolartse the
generator may result in burned relay contact points, a rundown
battery and possible serious damage to the generator itself. The
procedure is as follows:

After all leads are reconnected, but before the engine is started,
touch a jumper lead momentarily between the ABMATUBE and
BATTERY terminals of the regulator. This allows a momentary
surge of current to flow through the generator, which correctly
polarizes it.

Caution: The instructions above do not apply for an alternator.

A 1%volt Wiring Diagram for current-model En-
gines, with AcLesrory Arrangement as shown in
Fig. 22
which should never be polarized. as this will damage either the
rectifier cells or the regulator. It should also be emphasized that
operation of an alternator when it is connected to wrong polarity
will immediately bum out its rectifier cells. Alternator wiring
diagram is on page S-11 of this section.

P a g e S-6
Paw s-7
 WIRING DIAGRAM

INSTALL TWERYO-SWITCH P U L L I S ONOUNOCO

*oI TEYCElATUIE ,AU,E YwNouo* TACW.
I CVUNDCII ImAD

1 SAMPERE GENERATOR

lW8ULATEO

INOICATEO

B Wiring Diagram for Third Brush Type Gcmrrator

with 6-volt Panel

PINEL IS GPO”“OE0
THROUW TIC!,.
IN c~YUNDLR YEA0

ACE IN A ‘JERTICAL
OltlO*-

It90 I N S U L A T E 0 YI”E A3
O T H E R I N S U L A T E D WI”E
I. E X C E P T ,AYTE”” CAOLE
NAME A L L L E A D S SHORT A I POSCIOLC

C Wiring Diagram for Constant Voltage Generator

with 6-volt Panel

NOTE: la-volt instru-

ment panel 175699, as
supplied with older en-
gines, was a 6-volt panel
converted for 12-V cir-
cuits by use of a resistor
mounted between termi-
nals for the electric
sender to temperature
gauge, which operates
on 6-volts. This should be E WIRING DIAGRAM FOR THIRD BRUSH TYPE GENERATOR.
AS USED 0% OLDER ENGINES
wired as shown in sketch
at right. This panel now
has been superseded by
ll-volt panel #7i%OQ. WITH INSTRUMENT PANEL EG-52
km pglc S-7 br diapm witA klurs ponds 75650, 75699

D Connections for 12-volt Panel with Resistor

Page S-8 Page 5-9

 WIRING DIAGRAM
WIRING DIAGRAM

2D-AMPERE GENERATOR

F WIRING DIAGUAM FOR CONSTANT VOLTAGE GENERATOR

AS USED ON OLDER ENGINES
G ALTERNATOR WIRING DIAGRAM

WITH INSTRUMENT PANEL EQ52

ke pap S-7 kr d/ogrom with
doho pan& 75650,75699

Page s-1 1
Page S-10
 1939 - 1958 MODELS-GENERAL DATA
MEDIUM AND HEAVY DUTY GASOLINE ENGINES

l Flil to high mark on dl depth gauga rftar In&~llstlon. Page s-12

1939-1958 MODELS - ADJUSTMENT DATA

MEDIUM AN6 HEAVY DUTY GASOLINE ENGINES

F
Six-51 Six-71 six-226 six-244 SW330 super Super Supa
Sir-77 Six-91 Six-121 Six-330 363
SIX ilr-427

.003 ,003 .005 .QO7 - - -

5-10 5-10 5-10 Cl0 - - -

,004 ,003 .003 .OoO .007 .007 ,003 .m .007

5-10 5-10 5-10 5-10 5-10 Cl0 5-10 5-10 5-10
Valve Tappet:
Intake....... ._._........ .012 .012 .014 .014 ,014 .014 .017 .017 .020 .017 .020 .020 .017 .017
Exhaust _...... .012 .012 .014 .014 ,014 .014 ,017 ,017 ,020 .020 .022 .022 ,022 .022
Valve Seat Angle:
ln~~nt~~i. '_ . 30"
450 :z 450
3(P 300
450 30" 304 300 3(P 30" 300 30" 300
450 440 440 450 440 440 440 44'
Carburetor:
Approx.Turns from Close:
MainJet.. 2% 2% 2% 2% 2% 2%
IdlingValve.... 3/ ii 3; % % '2 % 1% 1K :g
Throttle Stop set at r.p.m.
Lugper............ 300 300 400 400 400 400 400 400
Express 500 500 500 500 500 500 % Go 500
Float Setting : :. . . . . m 1:4 '4 '4 1'04 l?&
-
11'6
- -
1%‘ 1% w6 2%
Spark Plug Gap . . . . .035 .025 .025 .025 .025 ,025 .02d .025 ,025 025 ,025 .025
iSpark Plug:Lugger......... A9/Jll ET9 ET4 ET9 ET9 BT9 BT4 BT4. 874. - - -
Scorn SCom. leom.
- BT4 ET4 BT4 BT3 BT3. BTJ.
$Spark Plug: Express........ - -
4Com 4Com. I Corn. 114/c Cm. ,5/0 Corn.
5/S
Breaker Point Gap. AllModels.020.
A l i g n m e n t AllModelkMarlmum.003 between coupllngtaces.
g--Spark Plugslndlcaled are Auto-Lltemd Chrmplon,rappectlvely. Page s-13
 1939 -1958 MODELS - GENERAL DATA
p-1
HIGHER SPEED ENGINES

Number

Piston
of Cytlndm...

Bas and Stroke. in.

DiepI.. cu. in..

_.
__.

_.
.I
Fireball
FOW-50

4
2hx3H

91
’
Ptuntom
Four-62

3%6x4?/

140
Model
750

3?@45/8

162
~~!z

162
4

3’%4’~
II

3x4s

lS5
3%X4?4

218
3’44%
”

228
3$%4N

228
6 0
35%x4%

226
3’&4%

244 244 I 2u
3%&4%

244

T-pi-
Weight. Iron: ..
786
Direct Drive. _. 3Sa 625 875
Reduction fHv#. - E5 4e4 6?5 625 880
sm - ma 5S5 n5 % 2

M a x i m u m H . P . . 50
115 @ 3SOO :%$z
Atrpm .._.. 4000 3&l 3% 3% 3zl Ei 13583SoO 4K 4% 4%

I
Gut. Chv@e Rate. Apvrox. lg;;i3 t;g;;m@ l;$;;e$ 13 ampa @ ygmrp@ l;g;irn@ 13 amps @ lJsrnps@
( 3 r d B r u s h Genaator) 2800
13 ampa 0 w&weK@ 13 m m @ 13 ampd $
Cut-in Speed 950 rpm 950 rpm
2soo r p m 2300 rpm 2800 rpm rpm 23&l rpm 2300 rpm
950 rpm 950 rpm 950 rpm 950 rpm 850 rpm 950 rpm 950 rpm 8 5 0 rpm t850 rpm 850 rpm
-
‘Appror. Oil Capacity. Qta.

L u b r i c a t i n g O i l
4 7 7 7 9 9 9 9 9 10 -q--G-
All Model+S.A.L viwxity 30. Ruurs at full throttle-40 pounds

Fud. Gasoline SO octane (motw method) a better nawline-91 octane for all Firsballs.

‘Fill to high mark on oil dwth 2aug1 after inetnllation. “Model 115:825 and 915.
Page s-14

1939-l 958 MODELS-ADJUSTMENT DATA

HIGHER SPEED ENGINES
.
I I I I I I I I Mgio;;;5
Ptwlhml FIrtill Fireball Flraball
WI-BII J,I-I” . ..“““. ... SIX-104 SIX-140 SIX-150 SIX-lllo
FOUr-50 FOUI-BZ ml FOW-88
SIX-103 Model 110 “,::::i

taton Clearancs:
YE’
H’ Feela .003 .w3 .004 .003 .003
7.9 % 5-10 5-10 E ;cY ii% if?
Pounds Pull 5-10 EO 610 i.fE

d,,;r,PP.t:
.014 .Ol7 .017 .014 .020 .020 .020 .020
.012 .014 .014 .014
:o”:: .014 .017 .017 .014 .020 .020 .020 .020
Exhaust .012 .014 .a14 .014

dvs Ssaf Angle: 450 0

3lP ;g
I n t a k e . .
5 F 45.9 :“k :z
Exhaudt % % :; F % :z 440

rbvsta: 3 cdntdf
ippror. Turns from Clae: 2% both 2% both 2% othr 2
M a i n J e t 2% l?; 2p 2 2 2
Idling Valve : :g 1’4 54 Yi 51 2
a3
500 i 25% &I
lrottle Stop 8ut at rpm.. : 8% 1”.
1% l< l? 1% 1% 1°C 1%
lwr S e t t i n g . l?$ l? 1y
_._
vk plug Gap. . .020 .025 ,026 .025 .028 .025 .025 1 .oz5 1 .uz5 ) .wJJ ) ..- ..-

Bl4 014 ma- ,-.; 1 ; ) 3 ;

p a r k Plug. _. AI-J8 BT4 BT4 BT4 I Corn. 5 Corn. 5

sakw Point Gap . . . ._ .016.020 .020 .020 ,026 .020 .025 .020 .020 1 .020 r .i?t- 1 ,020 1 .Ol&.@z 0 .015

qnment. Atl Modeta-Marlmum .Stl2 betworn coupllnp facea.

m--. c .*
 E l e c t r i c a l S. y s t e m

Distrtbrtor Timing: If distributor has not been removed from

the engine and is installed correctly with relation to the marks
on timing gears, it is adjusted for final timing as follows:
Using a screwdriver, loosen up the clamp which holds the
distributor body in position, then with engine running at full
throttle and with clutch engaged (boat may be either moored to
dock or moving) grasp the oiler on side of distributor and rotate
the body a few degrees forward or back until the taahometer
registers maximum revolutions. Ideal adjustment is to rotate the
distributor body in the direction opposite to the rotation of the
dtstributor rotor until the motor just starts to “ping.” Then back
off very slightly, and tighten down the set-screw holding the dis-
tributor body in position.

Engino Firia~ Order: If distributor must be removed for any

reason, such as for installation of a new one, the timing to engine
is based upon location of the firing position for No. 1 cylinder.

First remove No. 1 spark plug (the one nearest the flywheel).
Put your thumb over spark plug hole and crank the engine
slowly by hand, with ignition OFF, and test for compression
stroke. When pressure is felt, continue until the keyway on
crankshaft extension is in a vertical position facing UP. At
this position, the timing marks on camshaft gear and crank-
shaft gear will be in exact register and the No. 1 piston will
be on top dead center. The engine is assembled in this relation-
ship, and it is impossible for this part of the mechanism to get
out of time. (Note: the important timing operation is in replac-
ing the distributor so that when the engine is set for firing on
No. 1 cylinder, as above, the breaker points of distributor
will just be separating at this instant. This is covered in
follopng paragraphs.)

Remove primary and secondary wires from distributor to

coil. Using a screwdriver, loosen the clamp holding the dis-
tributor in position. Distributor may then be lifted out vertically
through the retainer clamp.

Insert the shaft of new distributor (cap removed) into the

retainer, with primary terminal (see Fig. 28) facing aft. When
the shoulder of distributor body seats against the retainer,
the drive pinion will be meshing fully with the distributor
drive gear. If the distributor will not install in this position
because of interference with cylinder block, remove it and
rotate the drive pinion a couple of teeth, then try again until
shoulder seats firmly against the retainer.

When it is properly seated, rotate the distributor body counter

clockwise until breaker points are just ready to open. Then
tighten the clamp holding distributor body in position. Im-
portant: in this setting, be sure the breaker arm lift is on the
correct side of the cam to correspond with cam rotation, which
is clockwise on all Graymarine engines.
Pegs 40 sruymafine Guswne Lng/nes
Electrical System Page 4 I

5. Install rotor on shaft above cam. The secondary terminal

which the rotor will contact at this position, when cap is in Coil is mounted on cylinder head or block near the distributor.
place, will be the one to be connected to No. 1 spark plug. Note that the high-tension wire from distributor to the nearest
(Note: in assembly at Gray plant the secondary outlet farthest spark plug is held away from coil case by a rubber grommet
aft on the distributor cap is selected as the one for No. 1 attached to next wire. This is to prevent possib!e scuffing and
cylinder, requiring the longest cable. To make sure that the shorting.
cables will fit neatly, it is best to install the distributor so that
the rotor is pointing toward primary terminal when the breaker Service-Ignition Coil: Due to its constructlon, igmtion coil
arm is just contacting the cam, as outlined in paragraph 4.) does not require any service other than to keep all connections
and terminals clean and tight. Practically the only trouble in a
6. Having determined the secondary outlet for No. 1 cylinder as coil is broken-down insulation, either in primary or secondary
outlined in paragraphs 4 and 5, place cap on distributor and windings. In cases of coil follure, it 1s necessary to replace the
clamp to body with spring clips at sides. With the setting complete coil
specified in paragraph 1, the engine is now timed for firing
Spark Plugs: The engme 1s equipped with spark plugs which
on No. 1 cylinder. Connect the cable from No. 1 spark plug
have been selected as havmg the correct heat range to fit Its
to the secondary outlet which rotor is contacting.
operating characterlstlcs. Correct spark plugs for each model
of Gray Marme engine are listed on pages S-3, S-4, ‘S-13 and
7. Connect the other cables from spark plugs to distributor,cap,
s-15.
following engine firing order in clockwise direction around
distributor cap. Firing order on all 4.cylinder engines, re- Plugs are subjected to severe servze under high pressure and
gardless of propeller rotation, is l-3-4-2. Firing order on extreme heat, am’ require the same degree of inspection and
care as the other units of ignition system; in fact, spark plugs
standard rotation g-cylinder engines is l-5-3-6-2-4, and on
opposite rotation 6-cylinder engines it is l-42-6-3-5. properly deserve more attention. Many other things can be mis.
takenly blamed for faulty operation of one defective spark
8. Connect primary and secondary wires to coil. plug.
An efhcient spark plug is one which operates sufiiciently hot
9. Engine is now in running order. Make final adjustment as to burn off carbon which deposits on the porcelain, and yet not
outlined under “Distributor Timing”, above. enough to cause burned points, fused porcelain, and pre-ignition.

Condenser: The condenser is made from long strips of metal foil Service--Spark Plugs: At periodic intervals, when engine is
separated by strips of oiled paper and wound in alternate layers being tuned-up, the spark plugs should be inspected for cracked
into a tight roll. It is mounted with a clip inside or on side of the porcelain, fouling, burned points and point gap.
distributor. Correct condenser capacity protects the life of the A plug which is operating properly will have a hght tan color
breaker points by preventing excessive arcing. on the porcelain nose.
Unusually severe operating condlhons, such as long trips with
Service on Condenser: If condenser is burned out or punctured,
heavy loads or at high engme speeds, may require a plug one
as indicated by feeble spark when high-tension wire from coil is step colder than specified. On the other hand, operation at low
held %” from cylinder head or by extensive pitting or welding speed with prolonged periods of idling.may require a plug one
of the breaker points in distributor, it must be replaced as it can- step hotter than speclfled. Be sure that the specified plug does
not be repaired successfully. Condenser may be checked for not perform properly before deciding on a change.
leakage and capacity on an approved condenser tester. A spare
Note that other causes of fouled plugs include a too-rich mix-
condenser is a good item to carry on board at all times.
ture, late tlmlng, incorrect valve seating, compression leak, or
oil-pumping due to cylinder and ring wear.
Ignition Coil: The ignition coil consists of two sets of windings
around an iron core. The primary winding, which has two In installing spark plugs use new seat g,askets and use a spark
terminals, has comparatively few turns of heavy wire, and plug wrench of correct size. Do not use an open end wrench as
secondary has many layers of fine wire. One end of secondary this is liable to crack the porcelain. Proper tightening of spark
plugs is important because the only escape for heat is through the
winding is grounded, and the other end is connected to “hot”
metal-to-metal contact, and looseness is a common cause of over-
terminal at end of coil. heating. You can determine the correct degree of tightness by
the feel of the gasket as it is compressing.
 TRANSMISSION
Setting Spark Plug Gap: If plug IS clean and satisfactory for Demcription: The transmission consists of a planetary type clutch
u s e , frrst check the gap using a s p a r k p l u g g a u g e . I f n e c e s s a r y and reverse gear unit contained in a one-piece housing bolted to
to reset the gap, bend the side electrode only, making sure that the engine gear case. Clutch housing was accurately aligned
you do not touch or stram the center electrode. with special jigs to assure quiet operation and to avoid undue
wear on gears. A choice of two types of controls is offermd-
A c c u r a t e g a p settlny IS I m p o r t a n t , d o n ’ t g u e s s a t It See Specs-
manual or hydraulic. Reduction gears of various reduction
hcal1ons SectIon S~3, s-4, s13. s-15
ratios are available on all models as original equipment. WO
Locating Ignition Trouble: II y o u s u s p e c t lgnltlon trouble do not advise a changeover from direct drive to reduction gear,
when engme does not start (provrded that battery 1s well charged or vice versa, in the field because of the high cost entailed.
a n d cranking motor 1s funchoning), or 11 the engine IS running Roverso propeller rpeed is approximately 9/10 01 lorward speed.
I r r e g u l a r l y , t h e followmg rouhne 1s a g o o d s h o r t m e t h o d o f
Lubrication: In manual-type marine transmissions, the oil pas-
locahnq the trouble:
sages of the clutch, reverse gear and reduction gear are directly
1. Disconnect the high-tension wires to spark plugs, one cylcnder connected with the engine lubrication system, and therefore need
at a hme, and hold the end of wire about 3,6” from the cyhnder no special attention. However, hydraulic clutches are separately
head, then trip the starter switch with lgnlhon turned on, and lubricated: see instructions on page 54.
observe 11 you get a good fat spark. Thrs may also be done by
shorhng a c r o s s with a screwdrlver, wlthout dlsconnectlng MANUAL TYPE REVERSE GEAR
wxe to the plug. Always check first for gasolme f u m e s ; au
out the engme c o m p a r t m e n t . This 1s a n I m p o r t a n t s a f e t y General Cosutrrctioa: The assembly consists of a drum which
precauhon. serves both as gear case and clutch. Inside the drum at engine
end are two or three (depending on clutch size) short pinions
IA If spark is good, then the trouble is in the spark plug, which mesh with the engine gear on crankshaft. These short
which may be cracked or fouled. Remedy: install new pinions also mesh with two or three long pinions (see Fig. 32A)
plug or a clean one. and the latter mesh with a central gear which is supported on ball
1B. If spark is weak, or mrnsnrg altogether, give attention bearings. This central gear is known as the propeller gear, and
it carries the tail shaft to propeller coupling or reduction gear.
next to the coil.
Over the tail shaft, the drum carries a multiple disc clutch,
2 . P u l l o u t f r o m distributor the wire leading from high tension comprising friction discs, one half of which are locked into slots
terminal of coil to distributor, and hold end of wire ?;a” from
in the drum, and the alternate discs are locked to the splines in
tail shaft with a thick driver plate. This mechanism is engaged by
cylmder head, then test again for spark.
a pressure plate and toggle mechanism with shifting collar and
2A. If you get a weak spark or no spark here, trouble is indi- linkage to control shaft. Disc clutch is for forward drive, as ex-
cated in the coil or distributor. Examine the high tension plained below.
wire, also the primary wire leading from distributor Outside of the drum is a brake band to grip the drum for opera-
to corl. tion in reverse, as explained below. The reverse band is faced
with a moulded lining of asbestos material which is unaffected
2B. If you do not get a sahsfactory spark from coil after dis- by oil and which has long wearing qualities. This lining is
tributor has been checked, trouble is indicated in the coil. moulded in one or two pieces to match the contour of the drum, to
provide perfect fitting and contact, and lining is riveted or bonded
3. Remove distributor cap and check the breaker points, which
to the metal shell. Adjustment is provided at the toggle clamping
may be stuck or welded together. In an emergency these can mechanism on top.
be pried apart with a knife or screwdrlver. If engine misses
Operation in Forward Drive: The forward drive is obtained
at high speed, gap is too wade; if engine misses at low speed,
by means of the multiple disc clutch. The locking or clamping
gap is too narrow.
of these discs is accomplished by pressure exerted by move-
3A. If points are badly pitted or welded from arcing, weak ment of the clutch fingers when the operating lever la thrown
spark or lack of any spark is likely to be caused by into the forward position. When the discs are compressed the
burned-out condenser.
whole reverse gear is locked together as a solid coupling,
because since none of the inner gears or pinions can rotate in
3B. Also check distributor cap and rotor for cracks, anu mesh, the drum revolves as a solid coupling (the gears remaining
check the high-tension wares from distributor to spark motionless in their relationship to each other). This transmits to
plug. These wires murt be dry as surface moisture will the tail shaft the same rotation as the engine crankshaft.
cause a short.
Pop. 44 Graymarhe Gasohhe E n g i n e s

OXKB (rightj

PARAGON GEAR-Forward Drive Adiurtmcnt: The collar

which carries the clutch fingers is attached to the drum by a
threaded flange and held in adjustment position by a single
locking screw. On some models the unthreaded end of this
screw locks into one of a series of slots around the adjusting
collar as shown in Fig. 31 (right). On other models as shown in
Fig. 30 and 31 the adjusting screw is threaded into the face of the
collar, its unthreaded end projecting into one of a series of holes
around the outer edge of the pressure disc inside the drum. In
both cases the function of the screw is to lock the position of the
collar after adjustment is completed.

To adjust forward drive, remove cover plate, and back out

the locking screw until the adjusting collar can be turned on
the drum.
Fb. 3O-Adiurtmentr o n Paragon Qufch (3XE)
5. Reverse Linkage (Female) CAUTION: Be careful not to drop the locking screw or its lock
1. Forward Adjustment Lockscrew
2. Finger Screw Collar 6 . Rcvcrrc L i n k a g e (Mole) washer into the reverse gear housing. Now: holding the locktng
3. Reverse A d j u s t m e n t N u t 7. Reverse Link Screw screw with one hand, turn the finger collar about one inch, feeling
4. Reverse Adjustment locknut 0. B r a k e B o n d B r a c e with locking screw for next hole (or slot). Turn finger collar to
the right to tighten clutch, and to the left to slacken off.
Operation in Revere.: When the operating lever is thrown into When lock screw is opposite the next locking position (hole or
reverse position, the reverse band is clamped around the outside slot), try the clutch by engaging the operating lever. Repeat thb
of the drum, which prevents the drum from turning, and at the procedure until correct position is found. NOTE: On some models,
same time the pressure is released from the multiple disc clutch a second tapped. hole in the finger collar provides a setting mtd-
so that the plates which are locked to the splines on tail shaft are way between any holes in the pressure disc, as shown in Fig. 30.
free to turn between the plates locked to drum. Under these con- When correct adjustment has been made, tighten down the lock-
ditions, the pinions within the drum are free to rotate, and the ing screw and replace cover. Proper adjustment is secured when
gear train reverses the direction of rotation. the clutch snaps in locking position with a positive engaging
action, so that you can feel the toggle mechanism go into place
Operation in Neutral: In the neutral position, both the discs firmly, but without forcing or jerking.
and brake band are free and the gears run idle.
 ., ,,, ,,,.“.W
,,,_., .,.m., ,,*w ,I .,,,. ,, * . , , m.“l, 1 I
.,.I, ,-. ., ..Y -,,,.. , m ,,,,,,. . ,, . # ,,.,. ,,“/. ..,, “/,.. ,,,,, ~,mYI.l.l,,l .“.-,.1181 - a sm.. 1 / a * -.-III n-m-,,,

ss

9F
 Fig. 33-Capitol IE Reverse Gear-Adjustnmnts
1. Forward Adjusting Drowbolt 2. Reverse Adjusting Nut
For proper adjustment this pressure should be 34 pounds for for-
ward position, and 26 pounds for reverse position, on a 21-inch
radius, which is the distance from center of cross shaft to center
of handle. Total radius of throw from reverse to forward is
approximately 35 degrees of arc.
Paragon Reverre Adjustment: Tightening action on the
reverse band is controlled by an adjusting bolt attached to the
left lug of the brake band clamp. To adjust, loosen locknut or
remove lockwire, depending on model. Turn adjusting nut clock-
wise to tighten, counter-clockwise to loosen.
This adjustment should be tight enough so that the brake band
grips the drum firmly and so that a decided snap is felt when the
lever iii thrown into the reverse position. When adjustment is
correct, tighten the lock nut or replace lockwire.

Fig. 34-Anti-B&dasL Adjustmnt-Capitol IE Rwwre Gear

 rooe 50 Trammission

CAPITOL GEAR--Poxward Drive Adjurtmcnt: On this placed by a new one, otherwise the clutch will not operate
clutch, the finger collar is secured in any degree of adjustment satisfactorily. “Propeller creep” is usually on indication of
by means of a clamp and drawbolt on the outer face of the collar. warped discs.
To change adjustment, loosen drawbolt until finger collar can
be turned by hand, clockwise to tighten or counter.clockwise to
loosen. Adjustment should be corrected by a turn of one-hulf to
one inch on the perimeter. Reverse gear should alwoys be readjusted on a new engine
after the first few hours of operotlon, and 01 periodic interval8
Capitol Reverse Adjlutmcnt: A heavy spring-loaded toggle thereafter, to take up the notural wear on clutch plates and brake
controls the clamping action of brake band for reverse operation. band. Keeping the reverse gear in good adjustment will prevent
Tension on the spring can be increased or decreased by means roughening of the discs and drum; smooth surfaces always
of an adjustment nut, mounted on the upper left side of the brake engage smoothly.
band. When properly adjusted, clutch will snap into reverse
position and stay there without slipping.
Anti-Backlash Adjustment-Capitol Gear Only: On the The reverse gear is subject to the same kind of weor from dirty oil
side of the Capitol gear housing will be found an adjusting or improper lubrication as ore the other parts of the engine
screw and locknut to prevent backlash of gears when in reverse Most frequent cause of reverse gear wear 1s improper adjustment,
operation. This is set at factory and normally requires no adjust- as outlined above. In checking the adjustment, make certain
ment. However, if change is indicated, proceed as follows: that the engine is in correct alignment with the propeller shaft.
Loosen adjusting screw; put operating lever in reverse position; This is important because misalignment will throw on abnormal
turn adjusting screw until you feel it just contact the reverse load on tail shaft and on reverse gear bearmgs.
band inside. Do Not Tighten; then set locknut.
Service Noter for All Manual-type Reverse Gearm: If the
engine shows a tendency to race or to increase suddenly in The lining on reverse band is replaceable and is attached to
speed when under load, this is often an indication of a. slipping its metal shell by soft brass rivets. However, the hnmg material
clutch. In such case, try taking up on the forward adjustment, a has unusual wearing quahties and in normal service losts for
little at a time, until the clutch engages firmly. Unless this is done, the life of the engine. If replacement becomes necessary from
the heat of friction caused by constant slippng of the plates will any cause, 11 is simpler to replace the complete band.
cause warping and scoring of the friction discs. Remember that
compensation for normal clutch wear must be made by periodic
readjustment of the clutch as necessary. If the clutch engages too
easily, this may be an indication that it is in need of readjust-
ment. It should engage with a firm, positive pressure.
In adjusting either the reverse band or the clutch for forward
drive, always make sure that the operating lever snaps in to
engagement in the proper manner, and do not make the mistake
of setting the adjustment too tight. When forward adjustment is
set up too far, the engaging action will not be completed, and
the friction surfaces will slip, giving the impression that they are
worn. When reverse band is set too tight, there is danger of
breaking a lug from band. The feel of a correctly adjusted
reverse gear is unmistakable, and is easily learned.
It is extremely important that the reverse gear be kept in correct
adjustment at all times because an improperly adjusted clutch
will slip, causing rapid wear, cutting, and possible warping of the
friction discs. An over-tightened reverse band will drag, causing
loss of power and damage to the drum surface.
It is sometimes necessary to disassemble a faulty reverse gear
to discover the cause of the trouble. Look particularly for wear
on the clutch engaging fingers and the friction discs. Also check
the clutch discs for flatness, to make sure that none of them is
Fig. 36-Gray Hydraulic Attachment for Paragon Revwre Gear
warped. A warped, badly worn, or scored disc should be re- E
 Page 53

REDUCTION GEAR: The function of a reduction gear is to make

porrible the use of all of the power developed in the higher range
of engine speed, at a shaft speed adapted to the requirements
of a large propeller. There are no service adjustment8 on the
reduction gear and, like the reverse gear, it is pressure lubri-
cated from the engine.
Five reduction ratios are avadable 1.5: 1, 2: 1, 2.5: 1, 3: 1, and
3.5:1. The reduction gear can be attached to the clutch hous-
ing so that the propeller shaft C,‘L will be either above or
below the crankshaft C, L, according to installation requirements.
oil Seala: There are three oil seals in a direct drive clutch hous-
ing, one in the ball bearing retainer for the tail shaft and one
on each side of housing for the yoke shafts. When a reduction
gear is used, the rear end oil seal ~111 be found in the reduction
gear housing.
HYDRAULIC REVERSE GEAR: The hydraulic reverse gear
used on Graymarine engines has a separate oil supply, and
individual oil pump. (Gray did manufacture until recently a
hydraulic attachment for Paragon manual reverse gears, as
shown in Fig. 36-write for Instruction Manual Form GM-2056,
including engine serial number. Replacement parts available.)

No adjustments are required on this unit, because the oil pressure

automatically compensates for normal wear, but it 1s important
that control cable be installed so that there is exact register of the
detent on each position of the shifting lever. There are three
detents, one each for forward, neutral wd reverse. If detent does
not register, clutch will not fully engage, resulting in a rapid
build-up of heat, warping the plates and damaging the clutch.
Correct oil pressure is 115-125 psi.
Page 54 GIaymarhe Gadhe Hughes WMef H e a d
r

For detailed description and service instructions on current Service: No adjustments are necessary, since the oil preuuro
hydraulic reverse gears, separate Service Manuals are avail- automatically compensates for normal wear of the moving paste,
able on both Paragon HB, HF and HJ Gears and on Warner
Velvet Drive Hydraulic Gears. Manuals are available at $1.50
each. Specify model of gear and engine when ordering. VEE DRIVE GEARS
Caution: In most Vee-Drive installations the engine is not in-
Essentially, the hydraulic unit parallels the construction of the stalled at normal angle. Under such condition, a g” oil jumper
manual type, except that the engagement of the forward and tube MUST be installed, either from the engine oil cooler 01
reverse mechanisms is accomplished by valving of oil under from the connection for oil pressure gauge, to supply oil to the
pressure. Power for the operation of the hydra&c transmission end thrust bearing in the reverse gear. At normal angle, this is
is provided by a pump mounted within the clutch housing. Control covered by oil, but at horizontal position it must have a pressure
supply. Drill and tap the reverse gear housing at a location
is transmitted by a small lever on top of housing, which is con- above the thrust bearing. Special dipstick may be required;
nected to quadrant at pilot station by means of flexible sheathed available upon request. Consult your Graymarine dealer.
cable.
Alignment of Vee-Drive to propeller couphng is done in the same
Aa original equipment, the hydraulic reverse gear is used inter- manner as conventional engine-to-propeller shaft alignment
changeably with the manual type, either on direct drive engines described on page 16. A flexible compensating joint between
or on reduction gear models, however changeover is not feasible engine and Vee-Drive permits an offset up to 4”.
in the field. Control cable should be securely fastened and run Water jacket must be drained in cold weather.
without sharp bends. Control quadrant can be conventional or
combined with speed control; secondary controls can be installed PROPELLER COUPLING: This is a minor part, but an impor-
on a flying bridge or elsewhere. tant one, and one frequently overlooked. Face of coupling should
be true to within .003”, and it must be in perfect alignment with
Oporation: The principle of operation is similar to that for engine coupling.
manual control. Due to the ease of handling, care should be
For instructions on alignmen!, see Installation Section, page 16.
taken not to operate too abruptly; a momentary stop should be
made at the neutral position when reversing, to avoid undue POWER TAKE-OFF: The Twin Disc power take-off, which is
wear on moving parts of the clutch. Never reverse engine at available on Graymarine engines, usually for workboats, is
high speed. lubricated independently from the engine. Directions for greasing
Should the engine stall in forward or reverse and it is desired to this unit appear on the housing.
restart the engine with the gear in neutral, simply place the
shifting lever in neutral before starting the engine. The engine CYLINDER HEAD
will then start in neutral without moving the boat in either
direction. Dercription: The cylinder head is of the conventional cast iron
type, with water-jacketing completely surrounding every spark
Lubrication: All types of hydraulic reverse gear units in current plug hole, and water circulation passages registering with cor-
production have an independent oil supply which is used both responding openings in cylinder block. Head is tightly sealed to
as the hydraulic medium and as lubricant for the clutch mechan- cylinder block by heat-treated studs, using a copper-faced gasket
ism, also for the reduction gear when the latter is used. The oil with inner layer of asbestos.
is cooled by a circulation of cooling water which is piped from
the regular engine cooling system (through jacketing in the Service: To remove cylinder head, remove nuts from studs and
gear case on Paragon, or through an external oil cooler on remove electrical harness; disconnect water tubes. Just above
Warner gears). the water pump there is a projecting lip on side of cylinder head:
Use Automatic Transmission Oil Type “A”, Suffix “A”. SAE 30 tap carefully against this, using brass rod or hammer to break
engine oil may be used only in an emergency. cylinder head loose. Tap lightly around edges of head with a
Oil level must be maintained at the proper height according lead or rawhide hammer. Then touch the starter button. With
to the markings on the depth gauge of the gear, mounted on the spark plugs left in place, the resulting compression will
the starboard side. force the cylinder head upward along the studs.

Change transmission oil after the first fifty hours of running, and CAUTION: Do not use a sharp chisel or screwdriver in prying
thereafter once a season (or every 150 hours). IMPORTANT: cylinder head loose, or you will damage the gasket.
after running engine briefly in both forward and reverse, stop
engine and recheck oil level. Examine the gasket surface of head for leaks or cracks. Clean
page 5 6 Gruymar/ire Gasolrire Engines

VALVES
The exhaust and intake valves in any internal combustion
engine operate at high speed in extreme heat. With adequate
cooling and lubrication they may operate two or more seasons
without attention. Correct valve lash and clean accurate valve
seating are important, because the contact at valve seat is the
only escape route for heat from valve head. If it gets too hot, it
will burn or warp. Valve failure may be caused by uneven wear
at valve seat, carbon deposit on valve seat, warping due to
running without water supply, or sticking stems caused by
carbon, gum or rust. Valve failure is the chief cause of com-
pression loss, evidenced by a falling off of power.
Valve Grinding: Complete directions for grinding valves and
valve seats are published by the manufacturers of valve grinding
tools. For a first class job, it is advisable to remove the engine
from the boat before proceeding.
carbon from combustion chamber, using a metal scraper, wire
brush and mineral spirits, taking care to do a thorough job as car- To Remove Valves: First remove cylinder head, carburetor
bon deposits increase the compression pressure, insulate against and valve chamber cover. With the use of a good valve spring
heat conductivity of the metal, and provide fragments of carbon lifter, as shown in Fig. 39, remove retainer pins or keepers from
which get incandescent and cause pre-ignition. Scrub gasket foot of valve stems. The valve springs need not necessarily be
surface clean with cloth and mineral spirits. removed from engine but should be lowered to the top of the
tappet screw. It is advisable to pack a rag at base of valve to
In replacing the head, the gasket is dropped over the studs keep from dropping small parts into the base of engine.
without the use of any shellac or grease. It is good practice to use All the valves should be removed and their heads and stemn
a new gasket each time cylinder head is removed. If old gasket as well as the valve seats in block thoroughly cleaned of 0.11
is re-used, soak it in water to expand asbestos. In tightening carbon.
down the cylinder head, use a socket wrench as illustrated in
Fig. 38, and work slowly and evenly from the center stud nut CAUTION: In removing valves be sure to lay them out so that
towards the sides and ends, in the sequence shown in Fig. 38. each can be reassembled in same position from which it was
Tighten each nut moderately, then repeat the procedure. No one taken. A small piece of 1 x 2 wood with 8 holes for a 4-cylinder
nut should ever be pulled down tight while the others are loose, engine and 12 holes for a g-cylinder engine drilled in it will help
aa there is danger of cracking the cylinder head casting. to keep valves in correct position. Next, clean out and oil the
valve guides carefully.
TO~~UO Wrench: The use of a torque wrench on cylinder head
Valve Springs: These can be removed after valves are out.
stud nuts, and elsewhere, is recommended, as it permits even
Valve springs are made from a special analysis spring wire,
tension and allows sufficient pull without danger of damaging
and are protective-plated to prevent damage by rust or corrosion.
the studs. Lubricate threads to assure accuracy of torque.
They are accurately colled, tempered and checked for tension.
Use genuine Gray replacement springs: do not attempt to use a
substitute spring just because it will fit. A substitute spring may
fit, but may have the wrong tension for proper operation. The
closer coiled end of spring is the upper end.
It is normal for a valve spring to break occasionally from metal
fatigue, which is not surprising when you consider that every
valve spring in an engine running at 2000 r.p.m. is flexed
60,000 times an hour. If valve breakage is persistent, look for the
cause. Commonest cause of valve breakage is condensation, due
to running the engine too cold.
Spark Plugs: When replacing, always use a socket-type torque
wrench, settings as follows: Adjwting Valve Tappeb: Three thin wrenches are required-
14mmsize . . ..26-301bs. 946”, a$?“, 718”. The adjusting screw clearance for both intake and
18mmsir.e..... . . . . ...32-38 exhaust valves on the engine should be exactly as stated in
engine specifications, with the engine cold. The tappet screws
 Valves Page 5 9

should not be set closer than stated, because less will not allow
for normal expansion when the engine ts warm, wtth the roault
that the valves will not reat, also the tappet faces and cam faces
will &come badly scored and cut. This will further cause the
head of the valve to become badly burned or warped, because
the only escape for heat from the valve head ts through a perfect
seat, metal to metal, conducting the heat to the water-jacketing
around the valve seat.
If the tappet face becomes scored there is nothing to do but
replace it. If not too badly damaged, marks on the cams of the
camshaft can be rmoothed out by honing with an oil stone.
Adjusttng valve tappets is an easy operation, but one requiring
care. Use a feeler qauqe and lock the tappet at its oxact cloar-
ante as specified on pages S-3, S-4, S-11 and S-13, Specifica-
tions Section.
Adjnmt tappeb only when piston k at top of
comprenien stroke, with both ralrr closed.

Valve Sticking: This condition, which is no stranger to all types

of automotive service, may be due to any one or more of a
number of causes. They are mostly variables over which an
engtne manufacturer has no control. These include (1) running
the engine too cold, (2) improper lubrication, (3) too close a fit
between valve stem and quide, (4) gum or carbon formation on
valve stems, (5) rust in the valve guides, (6) kick-back of over-
flow water from exhaust, or condensation condition.
When this condition may occur, do not jump to the conclusion
that your trouble is something rare and unusual, or that your
engine is defecttve; there is probably some other stmple cause.
Rust occurs more frequently in marine installations, and varntsh-
ltke gums develop under certain conditions in all types of ser.
rice. For related reasons, valve sticking is especially prevalent
with engines which have just been put into service, engtnu
which are operated at slow speeds, or engtnes which are
operated only intermittently.
A leading automobile manufacturer instructs all dealers to use a
heavy-duty lubricating oil corresponding to U. S. Army Spedftoa-
tton 2104B, wheneru shipment L made by Ha. Thts sueoi-
 laying-Up lnstfuctions
KcaKon, for which over 700 brands of engine oil have qualtfted,
ir also used widely by fbet operators of trucks, because of its
ability to reduce deposits. Heavy-duty lubricatiag oil is araflablo
at most filling stations. Use No. 10 or No. 20 S.A.E. heavy-duty oil
on imtallatiom where frequent idltng and low speed operations
occur, or for “breaking in” o new engine.
CAUTIO#r Heavyduty oil has a detergent action which rapidly
frees accumulated deposits. For this reason, when changeover ts
made to heavy-duty oil in an engine that has been previoasly
operated with regular lubricating oil, we recommend at least one
oil change after S-10 hours of operation when crankcase fs first
ftlled with heavy-duty oil, to clear system of excess sludge.
A corrective which is widely used in the automotive field ir the
use of a gum solvent in the fuel or a penetrating additive in the
oil. Such additives are marketed widely by the leading oil Fig. 42--0.~ lrain and Timltig Marks
companies, and include such products as Houghton’s “Motor
2. Replacement of crankshaft gear and/or camshaft gear. T O -
Fuel Concentrate,” Shaler “Bialone,” “Castte,” “Stloo,” “Wynn
gether, these are referred to as the timing gears, since on their
Oil,“ “Upperlube,” and others. These addiKves are advan-
proper mesh is determined the whole timing system of the
tageour tn counterading special conditions because of their
engine. On two adjoining teeth of the camshaft gear and on
solvent and detergent effect.
one tooth of the crankshaft gear will be seen punchmarks.
The commonest cause of per&tent trouble with rticking valves These must be in mesh. They cannot possibly get “out of time”
in marine service is water in the valve chamber, either from unless the crankshaft has been removed, at overhauling time.
condensation caused by running too cold, or kick-back of over- 3. If distributor has been removed for. any reason, instructions
flow water cawed by an oscillation in the exhaust pipe. The for replacement and timing are given under “Engine Firing
latter may be eliminated by various methods, such as we of a Order,” page 39.
water-jacketed exhaust pipe, or “venKng.” When sticking valves
cause trouble a second time, suspect condensation first. Never 4. Spark plug connections must be in accord with firing order,
ream the valve guides more than .0015’, because excess clear- see pages S2-4 and S12-15. in Center Section.
ance in the guides promotes accumulation of gum and coke.
LAYING-UP INSTRUCTIONS
TIMING PO? Care of Engine Preparatory to Storage
By timing in an engine is meant the synchronisation of moving 1. &St Run the Engine, under load with clutch engaged,
parts with the crankshaft and with each other. All moving parts until it is completely warmed up. (Hot oil is thinner and will
are in time except the cranking motor, generator and water pump. drain better; also it has the accumulated impurities held in
suspension.) Then shut it off and remove crankcase oil, using
Timing is predetermined by the setting of gears and cams, so that the Gray sump pump. Reason for removing the old oil is that
for every degree of the crankshaft’s revolution, the relative posi- it may have an acid content, because most fuels have a trace
tion of valves, pistons and distributor can be set. When an engine of sulphur, and sulphur dioxide gas (SO,) which is a product
ts not timed perfectly, it loses efficiency, and when the timing of combustion, plus water (HZO), plus heat, forms sul-
gears are not properly in mesh, the engine will not operate at all. phurous acid (H80,). Refill slightly over the “full” mark on
Under ordinary circumstances, the operator need only be oil depth gauge with fresh oil of viscosity S.A.E. 30..
concerned about one adjudment of timing, that on the 2. Then Start Up the Engine Again to distribute clean oil
dttibutor. setting of which is described on page 39. All through the engine, and while it is running at good speed,
other settings are 6xed at the factory and cannot possibly choke it off by pouring a cupful of regular No. 30 engine oil
get out of adjustment unless major repairs are undertaken. into the air intake on carburetor. Thid will have the effect of
making the engine a trifle hard to start when it is again put
In case of an overhaul, the following points of timing must be
into service, but hot if you clean the spark plugs, and it will
carefully checked:
coat the combusKon chamber as well as the carburetor jets
1. Replacement at flywheel. Due to an offset stud, flywheel can with a protective film of oil. Turn off ignition rwttoh.
only go on in one position; do not damage parts by attempting
to force it in place incorrectly.
 After Storage Page 63

P0.p 63 G faymafhe Gasohe Hughes

10. Care of Battery: Remove battery from boat and replenish
water to bring level SW above the plates. Fully charge the
3. Close the fuel shut-off at tank, and run the engine at battery to 1.275 gravity, then store in a clean dry place and
Idle until it stops. Purpose of this is to remove all gasoline keep charged. Battery should be inspected once a month
from the fuel pump, because stale gasoline may deteriorate
during storage period. Clean the cable terminals by dipping
t h e f u e l p u m p chaphragm. If the fuel tank can be readily
dramed (or syphoned off) without danger of spilling, this is them in a solution of baking s o d a , then dry them and coat
good procedure. lightly with Vaseline or thin grease. Badly corroded termi-
nals should be replaced.
4. Remove spark lugs and pour one to two ounces (no
morel) of SAE 10 oil into each cylinder through the spark 11. External Care of Engine:
plug hole. Then before replacing the spark plugs, cover the
c y l i n d e r h e a d with a r a g t o p r e v e n t 011 splashmg, a n d A. Cover all surfaces having a tendency to rust, by painting
crank the engme for at least ten revolutions to distribute or spraying with a rust preventive. Use a rag, a paint
this 011 over the cylmder walls and piston r i n g s . C A U T I O N : brush or a spray gun, and pay particular attention to
m this operahon the spark plugs must be out, otherwise the r u s t y spots. Remove the valve cover plate, and wipe or
011 may be compressed enough to break a piston or bend a spray the valve springs, valve stems, and all exposed
connecting rod. metal parts which are not painted.
5. Remove battery, and have It stored with your marine B. Examine the paint on the outside of the engine, and
service station or local battery dealer. To prevent sparks, repaint any damaged spots before rust appears. Gray
always disconnect ground cable Hurst. Distributors c a n s u p p l y t o u c h u p p a i n t i n s p r a y - t y p e o r
open type cans, one pint size.
6. Next drain the engine thoroughly. Most current models
have 3 dram plugs, on cylinder block, on oil cooler and on C. Always disconnect the propeller shaft from the engine at
exhaust manifold. Some models also have dram plug on the coupling before hauling boat from the water.
water pump. Draming is best done after the boat is removed This is to prevent straining or bending the shaft. Now ia a
from the water Curmg the draining, prod the drain holes
good time to check the propeller for bent blades.
with a piece of wxe to make sure they are fully open and
not clogged by rust or sediment. If there is any doubt about D. Put a tarpaulin or waterproof canvas cover loosely over
the thoroughness of the drannng, break hose connections to the engine to protect it from water drips and snow. Be
be on the safe side. But 11 the boat 1s left in the water, be sure sure the covering is not too tight, because good ventila-
to close all drains after drommg. Filhng the cylinder block tion is desirable: this discourages rust and condensation.
with rust preventative 1s no longer recommended. In salt
water areas, flushmg the block with fresh water is worth 12. How About Overhauling? If the engine has been in
while. service for an extended period, its performance will be im-
proved by a general overhaul. During storage period is the
7. The sea wa^.er pump requires special attention, especially
if 11 is of the Neoprene impeller type because an impeller timecto do it. Don’t wait until the boat is needed in a hurry.
blade may become distorted or stuck to the pump housing
during the lay-up period. The pump may or may not have a
drbin plug. On some models the pump can be drained only FITTING OUT AFTER STORAGE
by removing the pump cover, in which case it is good proce-
dure to remove the impellers for inside storage. On most 1. Close all drams and examine hose connections.
engines the pump is secured by only two bolts, and It is
easier to remove the entire pump assembly for inside storage. 2 . Fill the fuel tani with the proper grade of clean gasoline,
and open shut-off valve at tank. Most models have a hand
8. If engine is equipped with Paragon hydraulic reverse primer on fuel pump-use this to hll fuel bowl.
gear, or vee drive gear, be sure to drain these units sepa-
3. Double check the gasolme hne ond httings for leaks.
rately, because each has water-jacketed passages. Drain
plugs are provided for this purpose. On engines equipped 4. If water pump has been removed from engine for storage,
with Warner hydraulic transmission, drain transmission re-install 11 and check drive belt tensIon. If Neoprene impel-
oil cooler. lers have been removed from pump housmg, re-lnstatl them,
and replace cover, using new gasket. Make sure that none
9. Care of Electrical Equipment: Remove the coil and the of the Impeller blades are stuck to the pump housing, by
high tension wires. These parts can best be kept clean and turmng the drive pulley by hand. At this time, insure the
dry wrapped in waterproof paper. Cranking motor and p u m p ’ s mltlal prime b y wettmg the rubber Impeller b l a d e s .
generator may also be removed, but if they are left on the 5. Check lubrlcahng 011 s u p p l y . I f engme is equipped w i t h a n
engine they should be cleaned and wrapped with rags. 011 filter, the flltermg element should b e replaced at this
Spark plugs should be replaced in the cylinder head and time unless a new one w a s I n s t a l l e d a t l a y - u p t i m e . M a k e
tightened down firmly. These protect the threads and seal record in engine log
out dirt. Do not use corks in spark plug holes.
 Page 65

Page 64 Gruymahe Gusohe hghes

and ammeter reading O.K., you will be ready for a trial run.
It is important to check the reverse gear carefully at this time
6. Put new grease in all grease cups, and a few drops of engine to make sure it is properly adjusted. A loose clutch will wear
oil in the oil cups of generator and cranking motor, also on all prematurely.
control joints. Remove all old grease from grease cups before
refilling. 16. If you have questions, ask your dealer. Don’t guess.

7. Brighten up the terminal posts on the battery, using steel

wool, and attach cables. After tightening down the clamps,
smear lightly with vaseline or grease to exclude acid and TROUBLE-SHOOTING GUIDE
air. Do not put vaseline on the battery posts before attaching
the cables, as vaseline is a non-conductor. Note: A good rule to follow in locating engine trouble is never
to make more than one adjustment at a time. Stop and think
how the engine operates, and figure out the probable cause of
8. Clean all contacts inside the distributor with fine sandpaper any irregular operation, locating the trouble by elimination.
or an ignition file. If the points are pitted, replace them with Remember that the cause usually is a simple one, rather than
a new set: these are inexpensive. Wipe inside of the distrib- a mysterious and complicated one. The following outline will be
utor clean, and rub a very thin film of cup grease around helpful in locating ordinary engine troubles:
the cam and terminals inside cap.

9. Inspect top of pistons by looking through the spark plug CRANKING MOTOR WILL NOT OPERATE
holes, using a flashlight, and make sure there is no excess
oil standing on top of the pistons. Inspect spark plugs and 1. Discharged or low battery:
check to make certcm they are set for the correct gap. If Recommended test for battery is to check with a hydrometer
they look doubtful, replace them with new plugs or have or voltmeter.
them sandblasted and tested. One faulty p!uq can cause no
SAFETY CAUTION: Before working around the battery
end of trouble.
or ignition circuits, the engine compartment should first be
thoroughly aired out, and a check made for gasoline
10. If engine is equipped wrth an oil cooler, inspect this for any fumes, before breaking any connections which might
accumulation of dirt and debris On plate type oil cooler result in an exposed spark.
cover may be removed for inspection.
2. Loose or corroded battery terminals:
C,heck cable connections at the terminal posts. Don’t just
11. Now is a good time to recheck the stock of spares. It is good look: break the connection, clean and reclamp.
policy to carry on board an extra condenser, distributor
rotor, distributor cap, cell, set of distrrbutor points, set of 3. Defective starter switch:
spark plugs and filter element. These should be protected by
First inspect the connections. Recommended test for a
wrapping in waterproof paper. For extended cruising, it is defective starter switch is to use a test lamp (a g-volt lamp
wise also to carry a spare water pump and spare propeller. in socket with two loose terminals). Place one test lamp
12. Tighten down all bolts, nuts, screws, paying particular prod on the battery terminal of the switch and the other
attention to the cylinder head studs, the lag bolts holding on the distributor terminal of the coil. The lamp should
engine to the bed, and electrical connections, light with the switch ON.
13. Reconnect the couphnq after the boat is put in the water, 4. Bendix pinion of cranking motor jammed:
and check the alignment. Tighten up on stuffing box as Reach under flywheel, and see if the starting pinion is
necessary. free. If pinion is jammed against flywheel, it may be
freed by loosening up the bolts which .hold cranking motor
14. CAUTION: Before starting the engine, remove the engine to flywheel housing.
cover and let the engine compartment air out. Make sure the
bilge is dry. Be certain there is no possible cause of fire- 5. Defective cranking motor:
rags, gas or oil leaks, open tins of kerosene or gasoline, etc. Inspect commutator and brushes.
onywhere around the boat.
6. Engine itself may be frozen.
15. Finally, with gasoline in the tank, oil in the pan, propeller Crank engine by band, to make sure it is free.
tight on the shaft, stuffing box tight, engine running nor-
mally, water coming freely through the overflow, oil gauge
 Couble Shoothg Page 67

CRANKING MOTOR REVOLVES BUT ENGINE DOES NOT 6. Engine flooded?

If the spark plugs are wet, this indicates flooding, caused
1. Weak battery: by using the choke too long. Refer to page 8 for instruc
Not sufficient power to turn engine at normal speed. When tions on deflooding the engine.
this condition exists the cranking motor will have a char- 7. Vapor lock?
acteristic hum. This condition is caused by engine heat creating a gas
2. Acid-eaten cable: pocket in the fuel line. Emergency remedy is to pour water
on the fuel pump to cool it.
Insufficient current getting through. Give particular atten-
8. Air leaks at intake manifold.
tion to ground connection on battery.
9. Poor grade, old or stale fuel in combination with cold
3. Broken Bendix drive, or gum on Bendix spiral: weather. In very cold weather, heating the oil and warming
Remove the cranking motor and look for broken spring. the plugs will help.
If Bendix pinion does not move freely on spiral, wash B. Electrical Difficnltiu
pinion and spiral in mineral spirits and lubricate sparingly Possible troubles may be summarized as follows:
with light engine oil, S.A.E. 10. 1. Primary Circuit
4. Stripped gear on flywheel: Corroded, dirty or loose connections
Weak, leaky or grounded condenser
This is extremely rare.
Distributor points pitted or fused
Distributor points set to wrong gap, or loose
CRANXING MOTOR OPERATES BUT ENGINE WILL NOT Breaker arm sticking
START Spring weak or broken
(This also covers hard starting and slow starting. Possible Hinge bushing tight on pin
causes will be covered under (A) Improper Carburetion, (B) 2. Secondary Circuit
Electrical Difficulties, (C) Poor Compression, (D) Wrong Timing.) Corroded, dirty or loose connections
Pay particular attention to high-tension wire from coil
A. Improper Carburetion to distributor, and all wires in distributor cap
1. Out 01 fuel: tank empty? Wet wires
Moisture or carbon on spark plug porcelains
2. Is gasoline reaching fuel pump? Cracked insulation, leaks and shorts
See if sediment bowl on fuel pump is filled with gaso- Cracked distributor cap
line. If it is not, and if there is fuel in tank, shut-off cock Carbon contact inside distributor cap broken or missing
may be closed, or the line may be clogged. Try the hand Rotor contact spring broken
primer. Disconnect line at fuel pump and blow through Idnition coil weak
line. Look for dents in tubing, and air leaks in fuel pump Wrong type of spark plug
gaskets or in fuel line connections. Make sure that vent to Improper gap on spark plugs
gasoline tank is open. Fouled or cracked spark plugs
Distributor wired to wrong plugs
3. Is fuel reaching the carburetor?
C. Poor Comprauion
First remove sediment bowl from fuel pump and see i1 A rough-and-ready check for compression is to remove a spark
screen is clean. Then disconnect line from fuel pump to plug and place your thumb over the spark plug hole, then crank
carburetor, and see if gasoline flows out freely. This line the engine. Accurate method is to use a compression gauge. DO
may be clogged with dirt.
not expect all cylinders to show the same compression pressure,
4. Is fuel reaching the cylinders? but a decided difference will indicate improperly seating valves,
Remove spark plugs and see if they are moist. It there is no worn rings, worn cylinder, or leaky gasket. After taktng an
trace of gasoline in the cylinders, carburetor may be out initial reading, seal the piston with a teaspoonful of engine oil,
of adjustment, float level too low, or the jets may be poured through spark plug hole, and take a second reading;
clogged with dirt or gum. if pressure does not increase, this will indicate that improperly
seating valves are at fault. Poor compression may be caused
5. Is choke closing properly? by any of the following:
This is especially important on dual carburetor models, 1. Loose or warped cylinder head
because if linkage permits one choke to remain partly 2. Spark plugs loose in head
open, both chokes will be out of action, causing hard 3. Damaged cylinder head gasket
starting 4. Poorly seating valves
 Tfoubie S h o o t i n g p.ge 69

Poe* 68 Graymvhe GasotGe E n g i n e s

3. Improper ignition
5. Broken or weak valve springs 4. Weak ignition coil
6. Valves holding open due to insufficient tappet clearance 5. Spark plug difficulties (gap too close)
7. Valves sticking open due to warped stems or carbon and 6. Uneven compression
guxu on stems or in stem guides 7. Water leak in cylinder head, block or manifold
8. Badly worn, broken or stuck piston rings MISSING AT HIGH SPEED
9. Cpltnder rcored or worn excesstvely 1. Spark plug troubles
D. Wrong Timing 2. Broken insulation on high-tension wires
Remove any spark plug, put your thumb over the spark plug 3. Weak breaker-point spring
hole and test for compression stroke, cranking the engine over 4. Fuel obstruction, indicated by back-firing
by hand. Then probing with a stiff wire, set piston on top dead 5. Weak valve springs
cantor of the compression stroke. At this podtion, the breaker 6. Improper tappet clearance
points in distributor should be just starting to open, Firing order MISSING A T A L L SPEEDS
is l-3-4-2 on 4-cylinder engines both rotations, l-5-3-6-2-4 for 1. Blown head gasket between cylinders
Scylinder engines right hand rotation, and l-4-2-6-3-5 for 2. Sticking valves, broken valve spring
opposite rotation. 3. Fouled spark plugs, broken insulation
OVEREEATINB 4. Leaky high-tension wiring
1. Worn water pump 5. Pitted or fused breaker points
2. Obstruction in oil cooler 6. Incorrect breaker-point gap
3. Obstruction in water intake scoop 7. Improper valve tappet clearance
4. Scale or sand in water jackets 8. Punctured condenser
5. Collapse of intake water hose under load 9. Gasket leak at intake manifold
6. Water by-pass valve off correct setting 10. Carburetor out of adjustment
7. Low oil level in crankcase
CRANHSHAI’T HNOCKS
8. Thermogard stuck
(Do not confuse with normal reverse-gear back lash.)
LACK OP POWER These are usually detected as dull, heavy, metallic knocks
1. Faulty compression which either increase in frequency as the speed and load on the
2. Improper timing engine is increased, or are more noticeable at idling speeds.
3. Poor carburetion The most common crankshaft knock is that caused by excessive
4. Restriction in air supply to carburetor caused by dirt in clearance at one or more main bearings. This is most audible
flame arrester screen, or choke valve not completely when engine is pulling hard, on acceleration, or when engine
opening. is cold.*By alternately shorting out each spark plug, the appros-
5. Throttle control linked up so that throttle valve is not fully imate location of the loose bearing can usually be determined.
opening. Excessive crankshaft end play causes a sharper noise or rap
6. Dirt or water in sediment bowl of fuel pump which occurs at irregular intervals, In bad cases this can gen-
7. Dirt or water in fuel lines or carburetor jets erally be detected by releasing and engaging the clutch. Causes
8. Air leak in fuel pump or fuel line of crankshaft knocks include the following:
9. Air leak in manifold gasket 1. Excessive bearing clearance
10. High engine temperature, caused by worn water pump or 2. Excessive end play
clogged water jackets 3. Eccentric or out-of-round journals
11. Vent of gasoline tank not open. 4. Sprung crankshaft
12. Pre-ignition, caused by carbon deposits, by wrong plugs, or 5. Bearing misalignment
warped valve head 6. Insufficient oil supply
13. Insufficient air gotttng into engine compartment 7. Low oil pressure
14. Engine and propeller shaft misalignment 8. Badly diluted oil
15. Marine growth on boat bottom can greatly reduce engine rpm.
9. Loose flywheel
ROUQE, UNEVEN IDLING 10. Loose crankshaft gear
1. Improper adjustment of idling screw on carburetor
Float level too high or too low CONNECTING ROD NOISES
Idling jet air passage clogged Connecting rod noises are usually a light pound or knock of
2. Air leaks in intake manifold or carburetor much less intensity than main bearing knocks. The noise is
Loose manifold nuts usually evident with the engine idling and becomes louder when
Damaged gasket at manifold engine speed is slightly increased. Connecting rod noir can
Warped manifold
Page 70 Graymarine Gasoline Engines Trouble fhooting Peg* 71

best be located by shorting out one spark plug at a time. These 2. Threads stripped on adjusting screw
noises should not be confused with piston or piston pin noises. 3. Weak valve springs
4. Excessive valve stem to guide clearance
Possible causes are as follows:
1. Excessive bearing clearance on crank pin SPARH KNOCK AND FUEL KNOCH
2. Insufficient oil supply Included under this heading are Pre-ignition and Detonation.
3. Low oil pressure Pre-ignition is caused by an incandescent particle of carbon or
4. Badly diluted oil metal in the combustion chamber, which fires the mixture pre-
5. Misaligned connecting rods maturely, while the piston is still rising. Detonation is caused by
6. Out.of-round or tapered crank pin journal fuel of wrong octane rating, which burns too rapidly, throwing
a sudden and abnormally high pressure against the down-
PISTON NOISES moving piston. The two have a similar sound, a metallic ringing
The most common piston noise is “slap,” due to the piston rocking knock which is often described as a “ping.” This is usually
from side to aide in the cylinder. Piston slap usually causes a heard when the engine is laboring, accelerating rapidly, or
hollow, muffled bell-like sound, or a click. Slight piston noises overheated. Causes:
that occur with a cold engine and disappear after the engine is 1. Carbon deposits in combustion chamber
warm, do not ordinarily warrant an overhauling. Piston slap is 2. Ignition timed too early
most aLdib!e when driving the engine at low speed under load. 3. Weak springs in automatic distributor advance
Do not confuse with reverse gear back lash, which is normal in 4. Incorrect spark plugs (too hot)
a marine engine of this type, especially at speeds below 600 r.p.m. 5. Carbon on spark plugs or burned porcelains
Piston ring noises generally cause a click, snap, or sharp rattle 6. Sharp metallic edges in combustion chamber or on gasket
on acceleration. edge
Piston and ring noises can be located by putting a spoonful of 7. Cylinder head gasket projecting in combustion chamber
heavy engine oil (S.A.E. 50) into the suspected cylinder through 8. Hot valves resulting from:
the spark plug hole. Crank the engine over by hand for several
Insufficient tappet clearance
revolutions with the ignition off, until the oil has worked down
Water lines too small
past the piston rings. Replace the spark plug, start the engine,
Use of wrong type of valve
and determine if the noise still exists.
Improper seating
PISTON PIN NOISES Thin edge valves
The most common piston pin noise is the result of excessive piston Warped or cracked valve heads
pin clearance. This is characterized by a sharp, metallic double 9. Excessive engine temperature, caused by faulty water cir-
knock, generally audible with the engine idling. Interference culation
between upper end of the connecting rod and pin boss is difficult 10. Low octane fuel
to diagnose and can be mistaken for a valve tappet noise. 11. Old or stale fuel
Possible causes: 12. Extremely lean carburetor mixture
1. Excessive piston pin clearance in piston boss BACK-LASH KNOCK
2. Excessive piston pin clearance in bushing This can, under certain conditions, appear as a rattle or chuck-
3. Bushing loose in connecting rod ing noise in the reverse gear, and it may be easily confused
4. Connecting rod end rubbing piston pin boss with other types of engine knocks. It is caused by normal back
VALVB AND TAPPET NOISES lash between the teeth of the reversing gears, and it is heard
Noisy valve action has a characteristic clicking noise occurring only at low speeds, “washing out” when the engine is accel-
usually at regular intervals. The frequency of valve action noise erated above 600 r.p.m. Normal back lash is not an indication
is generally less than other engine noises, because the valves of wear, and is harmless.
are operated by the camshaft running at one-half of crankshaft VIBRATION ORIGINATING AT ENGINE
speed. If one or two of the valves or tappets are causing the The commonest sources of vibration originating in or on the
noise, the clicking sound will be intermittent, but if the condition engine, as distinguished from causes originating outside the
exiata.with a majority of the valves, the noise may be continuous engine (covered below) are as follows:
The common cause of valve action noise is that of excessive 1. Misfiring
clearance between tappet and valve stem. Correct setting will be 2. Misalignment of engine and propeller shaft
found in specifications. Instructions for valve tappet adjustment 3. Bent or off-center coupling
are covered in detail on page 57. Do not set for leas than apecifi- 4. Engine loose on bed
cations call for, since this is liable to cause burned valves. 5. Engine support locea on cylinder block
Poarible causes of valve and tappet noises: 6. Unbalanced or sprung crankabaft
1. Excessive valve stem to tappet clearance 7. Uneaual comoreaaion of cvlindera
Cog. 72 Graymarine Gasoline Engines Graymorine Gasofine Engines M 13

COMMON VIBRATION OR NOISE NOTE: Marine engines normally consume more oil than auto-
ORIGINATING OUTSIDE THE ENGINE motive engines of like sixe.
Thumping sounds and vibration originating outside the engine LOW OIL PRESSURE
often telegraph along the propeller shaft and appear to origi
nate in the engine. These may be caused by one or more of Complete absence of oil pressure is sure rign of a brobn oil
line, either inside or outside the engine. Normal oil preeaure in
the following:
a new engine in 30 to 40 pounds. A pressure of lwr than 20 lbr.
1. Bent propeller calls for investigation. (5 to 15 lbs. is satisfactory at idle.)
2. Sprung propeller shaft
3. Worn stuffing box Possible causes of low oil pressure:
1. Incorrect grade of oil. (Correct viscosity is S.A.E. 30)
UNCOMMON ENGINE NOISES
2. Badly diluted engine oil
The following possible causes of engine noise are more rare, 3. Worn bearings
but should be considered and checked in locating foreign sounds: 4. Oil relief valve not properly seating, or stuck
1. Flywheel loose on crankshaft Look for dirt on seat of valve and put a washer bohhd
2. Crankshaft pulley loose on flywheel spring to increaee tension
3. Foreign object in exhaust passages 5. Clogged oil cooler
4. Loose exhaust pipe at manifold connection 6. Air leak in oil pump suction line
5. Loose engine accessories, such as generator, water pump, etc. 7. Sludge on oil pick-up mreen
6. Excessive timing gear back lash (sharp rap) 8. Pick-up screen not submerged, due to insufficient oil or en-
BACK-PIRING AT CARBURETOR gine installed at too steep angle
9. Worn or damaged pump gears
Engine back-firing through the carburetor when starting cold
10. Inaccurate oil pressure gauge
is many times unavoidable as it is the result of imperfect air.
gasoline mixture, which will automatically correct itself after the HIGH OIL PRESSURE
engine reaches normal operating temperatures. The reason
why of back-firing in this case is late burning of the mixture Oil pressure should not exceed 40 lbs., except momentarily when
in the cylinder, due to improper ratio of fuel to air, igniting the the engtne is started up cold. Abnormally high oil pressure ix not
incoming charge and causing an explosion in the intake mani- desirable because it increases oil consumption. Possible causes
fold and carburetor. Thus lean mixtures and retarded spark are of high oil pressure:
the commonest cause of back-firing. Continued back-firing after 1. Engine oil too heavy. (Use S.A.E. No. 30)
the engine is warm should be corrected by checking the follrwina 2. Relief valve not opening. (It may be stuck, or spring may be
possible causes: too StiffI
1. Excessively lean fuel mixture 3. Obstruction in distributing line
2. Late ignition timing 4. IAaccurate oil pressure gauge
3. Incorrect valve timing FOULED SPARK PLUGS
4. Improperly seating valves, especially intake
5. Obstruction in fuel line 1. Worn piston ringe
6. Dirt or water in sediment bowl 2. Worn cylinders
7. Intake manifold air leaks 3. Excesr piston clearance
8. Poor grade of fuel 4. Rich mixture
9. Secondary wires crossed in distributor cap 5. Plugs too low in heat range
10. Distributor governor sticking (For correct plug, see Specifications, Center Section.1
11. Badly worn or improper spark plugs 6. Gap too narrow, causes missing at idle

ABNORMAL OIL CONSUMPTION BURNED SPARK PLUGS

1. Worn rear end oil seal 1. Plugs too high in heat range
2. Engine half of propeller coupling not contacting oil seal (For oorrect plug, *ee Specifications, Center Section.)
3. Bad oil seals at clutch control shafts 2. Lean mixture
4. Damaged or poorly fitting gaskets at base or ends of engine 3. Late ignition timing
5. Cracked oil pan 4. Engine overheated, due to worn water pump, obdrudio~,
6. Leak inside oil cooler (oil will enter water lines) etc.
7. Breather tube too close to carburetor air intake 5. Low octane fuel
8. Worn piston rings 6. Badly leaking valves
9. Excessive valve stem clearance 7. Cracked valve neat
 rage 7 4 AVERAGE PROPELLER SIZES
Page 75
See Explanation OII Next Page
These suggesfed sixes are for j-blade propellers, lo approximate maximum
mted R.P.M. In each case, upper figures represent largest wheels for slower,
heavier boats, while the progressively smaller sizes are for lighter, foshr
boats. Read instructions carefully.
Gm&nn~lixte DLWl
DXiV.2
1.5:l
Ratio
2:l
Ratio
2.5:1
Ratio
3:l
Ratio
3 5.1
a&
4-v PROPELLER SIZES
*Light Pow-55 12x6 18x13
69 cu. in. 11x10 17x1s
*tiprem Foru-55 10x9 15x14 Bnsed on performance reports of Graymarine gasoline
69 cu. in. 9x10 14x15
8.a scout-01 13x6 19x12 engines, from operating data sent to us by Gray owners
91 cu. in. 12x10 16x14
Four-45 10x10
91 cu. in. 10x9 T h e tobler of oreroge propeller s,zes o n prev!our page r e p r e s e n t t h e
Wtelmll Fosu-50 10x10 a c c u m u l a t e d expertence of many years, OS t h e y i n c l u d e r e f e r e n c e t o
91 cu. in. 10x9 n~merws o l d e r models, as w e l l 01 current models The flexibility of
Four-1 12 14x9 20x12 engtne s,zes b u i l t b y Groymorlne, p l u s t h e ovoiloble reduction gear
112 cu. in. 13x10 19x14 rotior, makes rt p o s s i b l e t o f;t y o u r b o o t f o r t h e b e s t c o m b i n a t i o n o f
Model 520 12x10 16x10 17x15
speed ond eff~,ency
140 cu. in. 11X12’ 15x12 16x16
l Lqger Four-152 15x10 20x14 22x16 25x16 28x20 30x22
162 cu. in. 14x12 19x16 20x16 24x22 26x16 26x20
1 Model 70, Four-80 13x10 17x10 20x14 22x14 24x18 26x16 How to Use These Tables
162 cu. in. 12x12 15x12 16x16 20x16 22x22 24x20
Foor-55. Four-75 11x12 For selection of the best propeller, there ore many variable factors, such OS
162~~11. in. 12x11
type and size of boat, beam, shape of stern, blade oreo of propeller, etc. The
FirebalI low-50 12x11
safest rule, where expert advice is not available, is to select o propeller which
will permdt the engine to come close to its maximum rated rpm.
These charts ore presented for reference only, and the sires shown ore
selected to take best advantage of the power ovailoble, consistent wifh good
economy, bared on our experience to tit the operating range os colologued.
These wheels will of course not fit all boats, OS diameter and pitch hove lo be
varied according to the characteristics of the hull. The general rule when slip is
e x c e s s i v e i s t o i n c r e a s e d i a m e t e r and r e d u c e p i t c h . F o r A u x i l i a r y P - b l a d e
p r o p e l l e r s , i n c r e a s e digmeter b y a p p r o x i m a t e l y 5yo. Twin screw i n s t a l l a t i o n s
usually need o higher ratio of pitch to diameter, because one engine taker load
OR the other.
IMPORTANT: Note that these wheels ore selected lo give close to maximum
rated R.P.M. The best combination of speed and economy often is o compromire
between extreme sizer. If wheel size shown is not readily available, a change of
on inch or IO itq diometer or pitch is admissible in most cores. Final perfection is
clwoyr bored upon actual triols, ond connot be absolutely predicted in advance.

Consult your Gray Dealer for Specific Advice

a u 0”. i n . 13x12
‘tireball sir-150 12x14

FOR FASTER AND BIGGER BOATS

GRAY ALSO BUILDS AN OUTSTANDING

SERIES OF HIGH OUTPUT VE’s,

175 TO 280 HP.

‘Non-current models.