GENERAL INFORMATION

IMPORTANT INFORMATION 1
Section 1C - General Information C
Table of Contents
Serial Number Location . . . . . . . . . . . . . . . . . . 1C-1 Model 135/150 DFI Powerhead
Conditions Affecting Performance . . . . . . . . . 1C-2 Starboard View . . . . . . . . . . . . . . . . . . . . . . . . . 1C-9
Weather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C-2 Model 135/150 DFI Powerhead Port View . . 1C-10
Boat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C-3 Model 135/150 DFI Powerhead Top View . . . 1C-11
Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C-4 Model 135/150 DFI Powerhead Aft View . . . 1C-12
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C-5 Painting Procedures . . . . . . . . . . . . . . . . . . . . . 1C-13
Engine Compression . . . . . . . . . . . . . . . . . . 1C-5 Cleaning & Painting Aluminum Propellers &
Following Complete Submersion . . . . . . . . . . 1C-6 Gear Housings . . . . . . . . . . . . . . . . . . . . . . . 1C-13
Salt Water Submersion . . . . . . . . . . . . . . . . 1C-6 Decal Application . . . . . . . . . . . . . . . . . . . . . . . . 1C-14
Submerged While Running . . . . . . . . . . . . 1C-6 Decal Removal . . . . . . . . . . . . . . . . . . . . . . . 1C-14
Model 135/150 DFI Powerhead Instructions for Wet Application . . . . . . . . . 1C-14
Front View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C-8

Serial Number Location

The engine serial number is located on the lower starboard side of the engine block. A
serial number is also located on the starboard side of the swivel bracket.
a OGXXXXXX
19XX
b
XXXX
c

e
d
XX

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

90-855347R02 NOVEMBER 2002 Page 1C-1

GENERAL INFORMATION

Conditions Affecting Performance

Weather

Weather conditions exert a profound effect on power output of internal combustion en-
gines. Established horsepower ratings refer to the power that the engine will produce at
its rated RPM under a specific combination of weather conditions.
Corporations internationally have settled on adoption of I.S.O. (International Standards
Organization) engine test standards, as set forth in I.S.O. 3046, standardizing the compu-
tation of horsepower from data obtained on the dynamometer. All values are corrected
to the power that the engine will produce at sea level, at 30% relative humidity, at 77° F
(25°C) temperature and a barometric pressure of 29.61 inches of mercury.
Summer conditions of high temperature, low barometric pressure and high humidity all com-
bine to reduce engine power. This is reflected in decreased boat speeds – as much as 2 or
3 mph. Nothing will regain this speed for the boater but the coming of cool, dry weather.
In pointing out the consequences of weather effects, an engine – running on a hot, humid
summer day – may lose as much as 14% of the horsepower it would produce on a dry,
brisk spring or fall day. The horsepower that any internal combustion engine produces
depends upon the density of the air it consumes, and this density is dependent upon the
temperature of the air, its barometric pressure and water vapor (or humidity) content.
Accompanying this weather-inspired loss of power is a second but more subtle loss. At
rigging time in early spring, the engine was equipped with a propeller that allowed the
engine to run within its recommended RPM range at full throttle. With the coming of sum-
mer weather and the consequent drop in available horsepower, this propeller will, in effect,
become too large. Consequently, the engine operates at less than its recommended RPM.
Due to the horsepower/RPM characteristics of an engine, this will result in further loss of
horsepower at the propeller with another decrease in boat speed. This secondary loss
can be regained by switching to a smaller pitch propeller that allows the engine to run
again at recommended RPM.

Page 1C-2 90-855347R02 NOVEMBER 2002

 GENERAL INFORMATION

To obtain optimum engine performance under changing weather conditions, the engine
MUST be propped to allow it to operate at or near the top end of the recommended maxi-
mum RPM range at wide-open-throttle with a normal boat load.
This will allow the engine to develop full power while operating in an RPM range that dis-
courages damaging detonation.
Boat
WEIGHT DISTRIBUTION
1. Proper positioning of the weight inside the boat (persons and gear) has a significant
effect on the boat’s performance, for example:
a. Shifting weight to the rear (stern)
(1.) Generally increases top speed.
(2.) If in excess, can cause the boat to porpoise.
(3.) Can make the bow bounce excessively in choppy water.
(4.) Will increase the danger of the following wave splashing into the boat when
coming off plane.
b. Shifting weight to the front (bow)
(1.) Improves ease of planing off.
(2.) Generally improves rough water ride.
(3.) If excessive, can make the boat veer back-and-forth (bow steer).
BOTTOM
1. Boat Bottom: For maximum speed, a boat bottom should be nearly a flat plane where
it contacts the water and particularly straight and smooth in fore-and-aft direction.
a. Hook: Exists when bottom is concave in fore-and-aft direction when viewed from
the side. When boat is planing, hook causes more lift on bottom near transom and
allows bow to drop, thus greatly increasing wetted surface and reducing boat
speed. Hook frequently is caused by supporting boat too far ahead of transom
while hauling on a trailer or during storage.
b. Rocker: The reverse of hook and much less common. Rocker exists if bottom is
convex in fore-and-aft direction when viewed from the side, and boat has strong
tendency to porpoise.
c. Surface Roughness: Moss, barnacles, etc., on boat or corrosion of motor’s gear
housing increase skin friction and cause speed loss. Clean surfaces when neces-
sary.
d. Gear Housing: If unit is left in the water, marine vegetation may accumulate over
a period of time. This growth MUST be removed from unit before operation, as it
may clog the water inlet holes in the gear housing and cause the engine to over-
heat.

90-855347R02 NOVEMBER 2002 Page 1C-3

GENERAL INFORMATION

Trim
TRIMMING OUTBOARD OUT (UP)

WARNING
Excessive trim out may reduce the stability of some high speed hulls. To correct
instability at high speed, reduce power GRADUALLY and trim outboard in slightly
before resuming high speed operation. Rapid reduction in power will cause a
sudden change of steering torque and may cause additional momentary boat in-
stability.
1. Will lift bow of boat, generally increasing top speed.
2. Transfers steering torque harder to left on single outboard installations below 23 in.
(584mm) transom height.
3. Increases clearance over submerged objects.
4. In excess, can cause porpoising and/or ventilation.
5. If trimmed out beyond the water pickup, reduced water supply can cause overheating
resulting in engine damage.
TRIMMING OUTBOARD IN (DOWN)

WARNING
Excessive speed at minimum trim in may cause undesirable and/or unsafe steer-
ing conditions. Each boat should be tested for handling characteristics after any
adjustment is made to the angle (trim adjustment bolt relocation.)
1. Will help planing off, particularly with a heavy load.
2. Usually improves ride in choppy water.
3. In excess, can cause boat to veer to the left or right (bow steer).
4. Transfers steering torque harder to right (or less to left) on single outboard installations.
5. Improves planing speed acceleration (by moving trim adjustment bolt one hole closer
to transom).
WATER ABSORPTION
It is imperative that all through hull fasteners be coated with a quality marine sealer at time
of installation. Water intrusion into the transom core and/or inner hull will result in addition-
al boat weight (reduced boat performance), hull decay and eventual structural failure.
CAVITATION
Cavitation is caused by water vapor bubbles forming from a sharp edge or angle on the
gearcase, or from an irregularity in the propeller blade itself. These vapor bubbles flow back
and collapse when striking the surface of the propeller blade, resulting in erosion of the pro-
peller blade surface. If allowed to continue, eventual blade failure (breakage) will occur.
VENTILATION
Ventilation occurs when air is drawn from the water’s surface (excessive trim out angle)
or from the engine exhaust flow (wrong propeller/propeller hardware installed or gear
case labyrinth seal worn) into the propeller blades. These air bubbles strike the propeller
blade surface and cause erosion of the blade surface. If allowed to continue, eventual
blade failure (breakage) will occur.

Page 1C-4 90-855347R02 NOVEMBER 2002

 GENERAL INFORMATION

Engine
DETONATION
Detonation in a 2-cycle engine resembles the pinging heard in an automobile engine. It
can be otherwise described as a tin-like rattling or plinking sound.
Detonation is an explosion of an unburned portion of the fuel/air charge after the spark
plug has fired. Detonation creates severe shock waves in the engine, and these shock
waves often find or create a weakness: The dome of a piston, cylinder head/gasket, piston
rings or piston ring lands, piston pin and roller bearings.
A few of the most common causes of detonation in a marine 2-cycle application are as
follows:
• Over-advanced ignition timing.
• Use of low octane gasoline.
• Propeller pitch too high (engine RPM below recommended maximum range).
• Lean fuel mixture at or near wide-open-throttle.
• Spark plugs (heat range too hot – incorrect reach – cross-firing).
• Inadequate engine cooling (deteriorated cooling system).
Detonation usually can be prevented if:
1. The engine is correctly set up.
2. Diligent maintenance is applied to combat the detonation causes.

51115

Engine Compression
Engine compression should be checked with engine block warm, throttle shutter wide
open, all spark plugs removed and using a fully charged battery. Normal compression for
all cylinders should be 110 to 130 psi (758.5 to 896.4 kPa). Cylinders should not vary more
than 15 psi (103.4 kPa) between one another. A variance of more than 15 psi would indi-
cate the need for a power head inspection/disassembly.

90-855347R02 NOVEMBER 2002 Page 1C-5

GENERAL INFORMATION

Following Complete Submersion

Salt Water Submersion
Due to the corrosive effect of salt water on internal engine components, complete disas-
sembly is necessary before any attempt is made to start the engine.
Submerged While Running
When an engine is submerged while running, the possibility of internal engine damage
is greatly increased. If, after engine is recovered and spark plugs removed, engine fails
to turn over freely when turning flywheel, the possibility of internal damage (bent connect-
ing rod and/or bent crankshaft) exists. If this is the case, the powerhead must be disas-
sembled.
SUBMERGED ENGINE (FRESH WATER)
IMPORTANT: Engine should be run within 2 hours after recovery, or serious inter-
nal damage may occur. If unable to start engine in this period, disassemble engine
and clean all parts. Apply oil as soon as possible.
NOTE: If sand has entered the air intake on the engine, DO NOT attempt to the start the
engine. Sand will cause internal engine damage. disassembly is required to clean all in-
ternal engine components of sand.
1. Recover engine from water as quickly as possible.
2. Remove cowling.
3. Clean the exterior of the outboard with fresh water.
4. Dry all wiring and electrical components using compressed air.
5. Drain water from fuel system as follows:
a. Disconnect remote fuel hose from engine.
b. Remove drain plug from vapor separator and drain fuel/water. Reinstall plug after
draining.
c. Remove fuel hose from bottom of port side fuel rail and drain fuel/water. Reinstall
hose.
d. Remove the water separating fuel filter and empty contents.
6. Drain water from air compressor system as follows:
a. Dry or replace the air filter for the compressor.
b. Remove air outlet hose for the air compressor and drain water from compressor
and hose. Reinstall hose.
c. Remove the air hose from bottom of port side fuel rail and drain water. Reinstall
hose.

Page 1C-6 90-855347R02 NOVEMBER 2002

 GENERAL INFORMATION

7. Drain water from engine as follows:

a. Remove air sensor from front of air plenum. Tilt outboard up and drain water out
of the air plenum through the air sensor mounting hole. Reinstall sensor.
b. Remove spark plugs from engine.
c. Rotate flywheel manually to blow out any water from the cylinders.
d. Add approximately one ounce (30ml) of engine oil into each spark plug hole. Ro-
tate the flywheel manually several times to distribute the oil in the cylinders. Rein-
stall spark plugs.
8. Drain water from the oil injection system as follows:
a. Remove remote oil hose (BLACK without BLUE stripe) from pulse fitting on star-
board side of engine.
b. Drain any water from hose and reconnect.
c. If water was present in hose, check for water in the remote oil tank. Drain tank if
water is present.
9. Disassemble the engine starter motor and dry components.
10. Prime the oil injection pump as follows:
a. Fill the engine fuel system with fuel. Connect fuel hose and squeeze primer bulb
until it feels firm.
b. Turn the ignition key switch to the “ON” position.

c. Within the first 10 seconds after the key switch has been turned on, move the re-
mote control handle from NEUTRAL (“N”) into FORWARD (“F”) gear 3 to 5 times.
This will automatically start the priming process.
N
F

NOTE: Audible click from the oil pump will tell you the pump is priming. It may take a few
minutes for the pump to complete the priming process.
11. Attempt to start engine, using a fresh fuel source. If engine starts, it should be run for
at least one hour to eliminate any water in engine.
12. If engine fails to start, determine cause (fuel, electrical or mechanical).

90-855347R02 NOVEMBER 2002 Page 1C-7

GENERAL INFORMATION

Model 135/150 DFI Powerhead Front View

12

11

10 13

9 7

6
2
8
4 5

57314

1 - High Pressure Electric Fuel Pump (Inside Vapor Separator)

2 - Vapor Separator
3 - Vapor Separator Drain Plug
4 - Air Temperature Sensor
5 - Fuel Hose Outlet from Low Pressure Electric Fuel Pump
6 - Fuel Return Hose from Fuel Cooler
7 - Electric Fuel Pump Harness Connection
8 - Electric Oil Pump (Hidden)
9 - Digital Diagnostic Terminal Harness Connection
10 - Crank Position Sensor Harness Connection
11 - Starter Motor
12 - Throttle Plate Assembly
13 - Fuel Hose Out to Fuel Rails (High Pressure)

Page 1C-8 90-855347R02 NOVEMBER 2002

 GENERAL INFORMATION

Model 135/150 DFI Powerhead Starboard View

25 2
4
1 11 3
12

18

17
13
24
16

15 5
20

14
23

22 7

19
21
8
10 9

57317
1 - Fuel Pressure Test Valve 14 - Starter Solenoid
2 - Air Compressor Oil Return Line 15 - Oil Pump Fuse
3 - Crank Position Sensor 16 - Harness Fuse (20 Ampere)
4 - Throttle Plate/Air Plenum Assembly 17 - ECM Fuse (20 Ampere)
5 - Digital Diagnostic Terminal Connector 18 - Electric Fuel Pump Fuse (20 Ampere)
6 - Oil Hose from Oil Reservoir to Oil Pump 19 - Air Hose
7 - Oil Pump 20 - Starboard Fuel Rail
8 - Main Power Relay(1998 Model)* 21 - Fuel Hose
9 - Trim DOWN Relay 22 - #5 Fuel Injector
10 - Trim UP Relay (1998 Model)* 23 - #3 Fuel Injector
11 - Temperature Sensor 24 - #1 Fuel Injector
12 - Electronic Control Module 25 - Air Hose from Air Compressor
13 - Starter Motor
NOTE: *The location for 1999 Model Main Power Relay and Trim UP Relay are reversed.

90-855347R02 NOVEMBER 2002 Page 1C-9

GENERAL INFORMATION

Model 135/150 DFI Powerhead Port View

4 6
2 5
7

3 8
31 18
23

19 9
24
10

31
15 11
20
25
1
29 26 13
21
17
32

30 12
27

28
22
14

16
57312

1 - High Pressure Electric Fuel Pump 17 - Excess Fuel Return to Fuel Cooler
2 - Fuel Out (90 psi) 18 - Air Pressure Test Port
3 - Crank Position Sensor 19 - 40 psi Check Valve
4 - Fuel Return from Fuel Cooler 20 - Fuel Cooler
5 - Water Out (tell-tale) from Air Compressor 21 - Oil Reservoir
6 - Air Restrictor/Air Inlet to Air Compressor 22 - Neutral Shift Interrupt Switch
7 - Air Compressor 23 - 60 Ampere Alternator
8 - Air Pressure Out from Air Compressor 24 - Throttle Position Sensor (2 each)
9 - Temperature Sensor (Air Compressor) 25 - Low Pressure Electric Fuel Pump
10 - #2 Fuel Injector 26 - Fuel/Water Separator
11 - #4 Fuel Injector 27 - Fuel/Water Sensor
12 - #6 Fuel Injector 28 - Low Pressure Fuel Pump Inlet Hose
13 - Excess Air to Adaptor Plate 29 - Vapor Separator
14 - Water Inlet to Fuel Cooler from Adaptor Plate 30 - Vapor Separator Drain Plug
15 - Port Fuel Rail 31 - Vent Canister
16 - Water Out to Poppet Valve 32 - Idle Stop Screw

Page 1C-10 90-855347R02 NOVEMBER 2002

 GENERAL INFORMATION

Model 135/150 DFI Powerhead Top View

20
1
18 19

7 3
17 15
5

21
16
6

14

22 4
13
12 11 23

10

57313

1 - Air Compressor Inlet Nozzle 12 - MAP Sensor Hose

2 - Water Outlet (Tell-Tale) Hose 13 - Oil Return Hose from Air Compressor
3 - Thermostat Outlet Hose to Adaptor Plate 14 - Starter Motor
4 - Fuel (90 PSI) to Fuel Rails 15 - Oil Hose from Oil Pump to Air Compressor
5 - 40 psi Check Valve 16 - Serial Number Plug
6 - Fuel Return to Vapor Separator 17 - Fuel Pressure Test Valve
7 - Belt Tensioner 18 - Air Hose (80 PSI) to Fuel Rail
8 - 60 Ampere Alternator 19 - Check Valve
9 - Electric Fuel Pump 20 - Air Compressor
10 - Throttle Plate Assembly 21 - Starboard to Port Thermostat Hose
11 - Crank Position Sensor 22 - Vent Canister
23 - Throttle Plate Adjustment Screw

90-855347R02 NOVEMBER 2002 Page 1C-11

GENERAL INFORMATION

Model 135/150 DFI Powerhead Aft View

2
4
1
5
3
6
7

18
9
28
8
19

27
17 11
26
20
21
25 10
24 16

12
23 22

15

14 13 57315

1 - Air Compressor Restrictor/Air Inlet 15 - #5 Ignition Coil

2 - Water Out (tell-tale) from Air Compressor 16 - #3 Ignition Coil
3 - Air Compressor Oil Inlet from Oil Pump 17 - #1 Ignition Coil
4 - Air Compressor 18 - Water Inlet to Air Compressor
5 - Air Pressure Out (80 psi) 19 - #2 Ignition Coil
6 - Fuel Pressure Test Valve 20 - MAP Sensor
7 - Check Valve 21 - #4 Ignition Coil
8 - Excess Oil Return from Air Compressor 22 - #6 Ignition Coil
9 - #1 Fuel Injector 23 - #6 Fuel Injector
10 - Starboard Fuel Rail 24 - Air Regulator
11 - #3 Fuel Injector 25 - Port Fuel Rail
12 - #5 Fuel Injector 26 - #4 Fuel Injector
13 - Tell-Tale Outlet 27 - Fuel Regulator
14 - Flush Plug 28 - #2 Fuel Injector

Page 1C-12 90-855347R02 NOVEMBER 2002

 GENERAL INFORMATION

Painting Procedures
Cleaning & Painting Aluminum Propellers & Gear Housings
WARNING
Avoid serious injury from flying debris. Avoid serious injury from airborne par-
ticles. Use eye and breathing protection with proper ventilation.
PROPELLERS
1. Sand the entire area to be painted with 3M 120 Regalite Polycut or coarse Scotch-
Brite, disc or belts.
2. Feather edges of all broken paint edges. Try not to sand through the primer.
3. Clean the surface to be painted using PPG Industries DX330 Wax and Grease Re-
mover or equivalent (Xylene or M.E.K.).
4. If bare metal has been exposed, use Light Gray Primer.
5. Allow a minimum of 1 hour dry time and no more than 1 week before applying the finish
coat.
6. Apply the finish coat using Propeller Black.
GEAR HOUSINGS
The following procedures should be used in refinishing gear housings. This procedure will
provide the most durable paint system available in the field. The materials recommended
are of high quality and approximate marine requirements. The following procedure will
provide a repaint job that compares with a properly applied factory paint finish. It is recom-
mended that the listed materials be purchased from a local Ditzler Automotive Finish Sup-
ply Outlet. The minimum package quantity of each material shown following is sufficient
to refinish several gear housings.
Procedure:
1. Wash gear housing with a muriatic acid base cleaner to remove any type of marine
growth, and rinse with water, if necessary.
2. Wash gear housing with soap and water, then rinse.
3. Sand blistered area with 3M 180 grit sandpaper or P180 Gold Film Disc to remove
paint blisters only. Feather edge all broken paint edges.
4. Clean gear housing thoroughly with (DX-330) wax and grease remover.
5. Spot repair surfaces where bare metal is exposed with (DX-503) alodine treatment.
IMPORTANT: Do not use any type of aerosol spray paints as the paint will not prop-
erly adhere to the surface nor will the coating be sufficiently thick to resist future
paint blistering.
6. Mix epoxy chromate primer (DP-40) with equal part catalyst (DP-401) per manufac-
turers instructions, allowing proper induction period for permeation of the epoxy prim-
er and catalyst.
7. Allow a minimum of one hour drying time and no more than one week before top coat-
ing assemblies.

90-855347R02 NOVEMBER 2002 Page 1C-13

GENERAL INFORMATION

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

CAUTION
Be sure to comply with instructions on the label for ventilation and respirators.
Using a spray gun, apply one half to one mil even film thickness. Let dry, flash off
for five minutes and apply another even coat of one half to one mil film thickness.
This urethane paint will dry to the touch in a matter of hours, but will remain sensi-
tive to scratches and abrasions for a few days.
9. The type of spray gun used will determine the proper reduction ratio of the paint.
IMPORTANT: Do not paint sacrificial zinc trim tab or zinc anode.
10. Cut out a cardboard plug for trim tab pocket to keep paint off of mating surface to main-
tain good continuity circuitry between trim tab and gear housing.

Decal Application
Decal Removal
1. Mark decal location before removal to assure proper alignment of new decal.
2. Carefully soften decal and decal adhesive with a heat gun or heat blower while re-
moving old decal.
3. Clean decal contact area with a 1:1 mixture of isopropyl alcohol and water.
4. Thoroughly dry decal contact area and check for a completely cleaned surface.
Instructions for Wet Application
NOTE: The following decal installation instructions are provided for a wet installation. All
decals should be applied wet.
TOOLS REQUIRED
1. Plastic Squeegee*
2. Stick Pin
3. Dish Washing Liquid/Detergent without ammonia. Do not use a soap that contains
petroleum based solvents.
** Automotive Body Filler Squeegee
SERVICE TIP: Placement of decals using the wet application will allow time to posi-
tion decal. Read entire installation instructions on this technique before proceeding.
TEMPERATURE
IMPORTANT: Installation of vinyl decals should not be attempted while in direct
sunlight. Air and surface temperature should be between 60°F (15°C) and 100°F
(38°C) for best application.

Page 1C-14 90-855347R02 NOVEMBER 2002

 GENERAL INFORMATION

SURFACE PREPARATION
IMPORTANT: Do not use a soap or any petroleum based solvents to clean applica-
tion surface.
Clean entire application surface with mild dish washing liquid and water. Rinse surface
thoroughly with clean water.
DECAL APPLICATION
1. Mix 1/2 ounce (16 ml) of dish washing liquid in one gallon (4 l) of cool water to use as
wetting solution.
NOTE: Leave protective masking, if present, on the face of decal until final steps of decal
installation. This will ensure that the vinyl decal keeps its shape during installation.
2. Place the decal face down on a clean work surface and remove the paper backing
from adhesive side of decal.
3. Using a spray bottle, flood the entire adhesive side of the decal with the pre-mixed
wetting solution.
4. Flood area where the decal will be positioned with wetting solution.
5. Position pre-wetted decal on wetted surface and slide into position.
6. Starting at the center of the decal, LIGHTLY squeegee out the air bubbles and wetting
solution with overlapping strokes to the outer edge of the decal. Continue going over
the decal surface until all wrinkles are gone and adhesive bonds to the cowl surface.
7. Wipe decal surface with soft paper towel or cloth.
8. Wait 10 - 15 minutes.
9. Starting at one corner, CAREFULLY AND SLOWLY pull the masking off the decal sur-
face at a 180° angle.
NOTE: To remove any remaining bubbles, pierce the decal at one end of the bubble with
stick pin and press out the entrapped air or wetting solution with your thumb (moving to-
ward the puncture).

90-855347R02 NOVEMBER 2002 Page 1C-15