0383141 BRUSH AND TERMINAL SET JOHNSON
100ESL71A, 100ESL72R, 100ML79S, 115ESL69E, 115ESL70D, 115ETZ78C, 115ML79R, 125ESL71C, 125ESL72R, 140ML78C, 140ML79R, 150TL78S, 150TL79C, 175TL78C, 175TL79R, 200TL78R, 200TL79A, 235TL70A, 235TL78R, 85ESL69E, 85ESL70B, 85ESL71A, 85ESL72R, 85ETLR78C, 85
BRUSH
Price: query
Rating:
Compatible models:
100ESL71A
100ESL72R
100ML79S
115ESL69E
115ESL70D
115ETZ78C
115ML79R
125ESL71C
125ESL72R
140ML78C
140ML79R
150TL78S
150TL79C
175TL78C
175TL79R
200TL78R
200TL79A
235TL70A
235TL78R
85ESL69E
85ESL70B
85ESL71A
85ESL72R
85ETLR78C
85ML79R
J100MLCSC
J115MLCIH
J115MLCNB
J115MLCSA
J115MLCTE
J140MLCIH
J140MLCNB
J140MLCSA
J140MLCTE
J150TLCIA
J150TLCNM
J150TLCSF
J150TLCTB
J175TLCIH
J175TLCNB
J175TLCSA
J175TLCTD
J200TLCIH
J200TLCNE
J200TLCSF
J200TLCTD
J235TLCIB
J235TLCNE
J235TLCSM
J235TLCTD
J85MLCSA
J90MLCIH
J90MLCNB
J90MLCTE
JOHNSON
BRP JOHNSON entire parts catalog list:
100ESL72R 1972
100ML79S, 100TLR79S, 100TXLR79S 1979
115ESL69E, 115ESL69S 1969
115ESL70D 1970
115ETZ78C, 115ML78C, 115TXL78C 1978
115ML79R, 115TL79R, 115TXL79R 1979
125ESL71C 1971
125ESL72R 1972
140ML78C, 140TL78C, 140TX78C 1978
140ML79R, 140TL79R, 140TXL79R 1979
150TL78S, 150TXL78S 1978
150TL79C, 150TXL79C 1979
175TL78C, 175TX78C 1978
175TL79R, 175TXL79R 1979
200TL78R, 200TX78R 1978
200TL79A, 200TXL79A 1979
235TL70A, 235TXL79A 1979
235TL78R, 235TX78R 1978
85ESL69E, 85ESL69M, 85ESL69S 1969
85ESL70B, 85ESL70D 1970
85ESL71A, 85ESL71H 1971
85ESL72R 1972
85ETLR78C, 85ML78C, 85TXLR78C 1978
85ML79R, 85TL79R, 85TXL79R 1979
J100MLCSC, J100TRLCSC, J100TRXCSC 1980
J115MLCIH, J115MLCIM, J115TLCIH, J115TLCIM, J115TXCIH, J115TXCIM 1981
J115MLCNB, J115TLCNB, J115TXCNB 1982
J115MLCSA, J115TLCSA, J115TXCSA 1980
J115MLCTE, J115TLCTE, J115TXCTE 1983
J140MLCIH, J140MLCIM, J140TLCIH, J140TLCIM, J140TXCIH, J140TXCIM 1981
J140MLCNB, J140TLCNB, J140TXCNB 1982
J140MLCSA, J140TLCSA, J140TXCSA 1980
J140MLCTE, J140TLCTE, J140TXCTE 1983
J150TLCIA, J150TLCIH, J150TXCIA, J150TXCIH 1981
J150TLCNM, J150TXCNM 1982
J150TLCSF, J150TLCSR, J150TXCSF, J150TXCSR 1980
J150TLCTB, J150TLCTE, J150TXCTB, J150TXCTE 1983
J175TLCIH, J175TLCIM, J175TXCIH, J175TXCIM 1981
J175TLCNB, J175TXCNB 1982
J175TLCSA, J175TLCSF, J175TXCSA, J175TXCSF 1980
J175TLCTD, J175TLCTE, J175TXCTD, J175TXCTE 1983
J200TLCIH, J200TXCIB, J200TXCIH 1981
J200TLCNE, J200TXCNE 1982
J200TLCSF, J200TLCSM, J200TXCSF, J200TXCSM 1980
J200TLCTD, J200TLCTS, J200TXCTD, J200TXCTS 1983
J235TLCIB, J235TLCIH, J235TXCIB, J235TXCIH 1981
J235TLCNE, J235TXCNE 1982
J235TLCSM, J235TXCSM 1980
J235TLCTD, J235TLCTS, J235TXCTD, J235TXCTS 1983
J85MLCSA, J85TLCSA, J85TXCSA 1980
J90MLCIH, J90MLCIM, J90TLCIH, J90TLCIM, J90TXCIH, J90TXCIM 1981
J90MLCNB, J90TLCNB, J90TXCNB 1982
J90MLCTE, J90TLCTE, J90TXCTE 1983
Information:
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
(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
Parts brush JOHNSON:
0379967
0379967 BRUSH PLATE & HOLDER
115ESL69E, 33E69A, 33E69A, 33E70M, 33E70M, 40E69R, 40E70A, 40E71B, 40E72E, 40E73D, 40E74S, 40E75C, 40E76A, 40ES69R, 40ES70A, 50ES71S, 50ES72C, 50ES73R, 50ES74M, 50ES75B, 55E76E, 55E77D, 55ES69A, 60ES70B, 60ES71C, 65ES72S, 65ES73R, 70EL79R, 75ELR79R,
0384502
0384502 BRUSH PLATE AND HOLDER SET
100ESL71A, 100ESL72R, 100ML79S, 115EL77S, 115ESL70D, 115ESL73M, 115ESL74B, 115ESL75E, 115ETZ78C, 115ML79R, 115TXL77S, 125ESL71C, 125ESL72R, 135ESL73M, 135ESL74B, 140ML77S, 140ML78C, 140ML79R, 150TL78S, 150TL79C, 175TL78C, 175TL79R, 200TL78R, 200TL79A
0385952
0385952 BRUSH AND SPRING SET
100ML79S, 115EL77S, 115ESL73M, 115ESL74B, 115ESL75E, 115ETZ78C, 115ML79R, 115TXL77S, 135ESL73M, 135ESL74B, 135ESL75E, 140ML77S, 140ML78C, 140ML79R, 150TL78S, 150TL79C, 175TL77S, 175TL78C, 175TL79R, 200TL76S, 200TL77C, 200TL78R, 200TL79A, 235TL70A, 23
0391750
0391750 BRUSH SET,(include in item 4)
J100MLCSC, J115MLCIH, J115MLCNB, J115MLCSA, J115MLCTE, J140MLCIH, J140MLCNB, J140MLCSA, J140MLCTE, J70ELCIH, J70ELCNB, J70ELCSA, J75ECNB, J75ERCIH, J75ERCSA, J85MLCSA, J90MLCIH, J90MLCNB, J90MLCTE