0383141 EVINRUDE BRUSH AND TERMINAL SET

General Information
(A) Face And Bore Alignment
(1) The terms bore alignment (A) and face alignment (B) are used throughout this instruction. Parallel alignment and bore alignment are synonymous, as are angular alignment and face alignment. (2) Parallel or bore misalignment occurs when the centerlines of the driven equipment and the driving equipment are parallel but not on the same line as shown above. (3) Angular or face misalignment occurs when the centerlines of the driven equipment and the driving equipment are not parallel as shown above. (4) Face runout refers to the distance the face of the hub is out of perpendicular to the shaft centerline as shown above. Flange face runout must be no more than .005" (0.13). (5) Bore runout refers to the distance the centerline of the bore of the hub is out of concentricity with the centerline of the shaft as shown above. Pilot bore runout must not exceed .005" (0.13).(B) Indicator Readings
(1) Since all dial indicators do not indicate plus (+) in the same direction, it is necessary that a standard be established for the purpose of clarity in this instruction. In this instruction a plus (+) reading means that the tip of the indicator moved into the dial indicator; a minus (-) reading means that the tip of the indicator moved out of the dial indicator. Before taking any indicator readings, check the dial indicators being used to determine which is the plus (+) direction. If the plus (+) direction is different than the standard used in this instruction, keep this in mind when taking dial indicator readings.(2) When comparing two plus (+) indicator readings, the larger numerical reading is more than the smaller numerical reading. However, when comparing two minus (-) indicator readings, the larger numerical reading is less than the smaller numerical reading. In both cases, the indicator reading becomes less as the tip of the indicator moves out of the dial indicator.(3) The Total Indicator Reading (TIR) is the total amount of movement of the indicator needle. The TIR is always a positive value even though one or both of the readings are negative. For example: If the indicator reading varied from -10 to +5, the TIR was 15. If the indicator reading varied from -5 to -15, the TIR was 10. (4) Indicator readings are taken at four locations designated A, B, C and D as shown. The dial indicator is always "zeroed" at location A before taking any readings. When taking readings, the indicator must be returned to location A to make sure the reading returns to zero. A quick way to check the validity of the readings is to remember that the reading of B + D should equal the reading at C. This is valid only when the driving and driven shafts are rotated together while checking alignment.(C) Drivelines
(1) Gear output flange (1) is fitted to the marine transmission output shaft. Companion flange (2) is fitted to the intermediate shaft or propeller shaft (solid tailshaft) and mates with output flange (1). (2) A solid tailshaft (3) or propeller shaft is a single shaft which may or may not use a pillow block or split bearing (4) to support the shaft. (3) A tailshaft with an intermediate shaft (5) is a shaft which contains two or more sections. An intermediate shaft (5) is normally supported by a pillow block or split bearing (4).(D) Close-Coupled Marine Transmissions
(1) Close-coupled marine transmissions are fastened to the engine flywheel housing and are driven directly from the flywheel. The marine transmission and engine may be fastened to common mounting rails as shown above on the left or the unit may be supported at the front of the engine and at the marine transmission as shown above on the right. (2) When aligning close-coupled marine transmissions mounted on common rails with the engine, do not disturb bolts (1) and the shims used to fasten the marine transmission and engine to the mounting rails.(3) To align the marine transmission and engine as a unit to the vessel's driveline, use the vertical adjustment screws (2) provided in the mounting rails or supports. The horizontal adjustment screws are not provided with the marine transmission and engine; these screws must be fastened to the ship's engine bed after the marine transmission and engine are located in their approximate final position.(4) Marine transmissions and engines mounted on common rails must be fastened to the ship's engine bed with a minimum of one fitted bolt on each side at locations (A). Fitted bolts are optional at locations (D). Use clearance-type bolts to fasten the mounting rails to the engine bed at all other locations forward of the marine transmission.(5) Marine transmissions and engines with separate supports use fitted bolts at the rear supports, locations (B). Fitted bolts are optional at the front supports, locations (C).(E) Remote Mounted Marine Transmissions
(1) Remote mounted marine transmissions are driven from the engine flywheel through a flexible coupling. When installing remote mounted marine transmissions, always align the transmission to the vessel's driveline, then the engine to the transmission. IMPORTANT: If the cylinder block must be replaced, always check the alignment with the remote mounted transmission after installation of the replacement cylinder block. (2) Use vertical adjustment screws (1) to align the marine transmission to the driveline. Vertical adjustment screws (2) on the engine mounting rails are used to align the engine to the marine transmission. The horizontal adjustment screws (3) are not provided with the marine transmission and engine; these screws must be fastened to the ship's engine bed after the transmission and engine are located in their approximate final position. On earlier 7271 Marine Transmissions (serial numbers 36W1 - 36W221), 5N6722 Plate (4) (left) and 5N6721 Plate (5) (right) must be installed on the transmission before installation and alignment. These plates must be used to get enough clearance to drill the holes through the ship's engine bed for mounting of the transmission. Before installation of plates (4) and (5), tack weld