Archive for the ‘Technical Articles’ Category

When you’re looking to buy your next set of Mercruiser Exhaust Manifolds or Risers note that Performance Product Technologies (PPT) has been one of the leading online suppliers of Marine Exhaust Manifolds and Risers since 2002. PPT’s roots trace back to starting a career in the engineering department with Mercruiser in the early 1990’s. During our time of employment with Mercury Marine our primary focus was within the Marine Exhaust and Marine Cooling System engineering project groups. The following historical timeline was put together outlining a few products the owners of PPT were directly involved with at bringing to production. This product experience allows us to provide our customers with a higher level of technical customer service expertise when selecting the best Marine Exhaust product options for their particular applications.

Mercruiser 5.7L/7.4L/8.2L Stainless Steel Exhaust Riser  (Read More)
Between 1990 and 1995 our focus was with the development and phasing out of the original Stainless Steel riser that Mercruiser used on the Big V8 marine engines and Bravo model small V8’s.  Being that this exhaust riser was produced in stainless steel it was cast using a casting method known as the Hitchner process. This proved to be a costly approach to producing the riser which in combination to the functional issues made it an easy decision to discontinue production on it. There are still quite a few of these risers left in service so its not uncommon to run across them. However since they were notorious for NOT maintaining adequate clamp load which allowed for water to get into the engine we recommend updating to the current style of 4″ exhaust riser.

  Marine Coatings  (Read More)

Due to the elimination of the Stainless Steel Exhaust Riser management at Mercruiser needed to find a suitable Premium Exhaust product to be offered as a replacement to the Stainless Riser. The stainless riser had been marketed as a premium product on the big V8 marine engines as well as the Bravo model Small V8 product offerings. Therefore in 1997 a team was put together to evaluate potential coating options. As part of this team we established a variety of field tests on both the East and West coasts. A range of products was tested in corrosive environments that included both exhaust and cooling system products. These specific tests were established to evaluate different coatings and how they survived when exposed to a variety of running conditions that ranged from 1 hour to 750 hours of engine running time in a single calendar years time. This testing eventually proved that coatings were a viable and cost effective option at combating the long standing corrosion problem the marine exhaust systems deal with. Based on this testing PPT later developed and still offers their exclusive line of internally & externally coated marine exhaust manifolds and risers. (Read More).

  Mercruiser 3.0L/LX Exhaust Manifold Changes  (Read More)
Also taking place during the mid 1990’s we worked on this project that involved replacing the original 1 piece 3.0LX exhaust manifold that was used on the 140 Hp version engines up until 1995. This project was initiated by General Motors when they discontinued the lower Hp 3.0L marine engine after deciding to go strictly with the 140 Hp 3.0LX across the board. This project involved modifying the original lower Hp exhaust manifold with end caps such that it could continue being used on the large port 3.0L cylinder head as required for service applications, but now also such that it could be used on the small port 3.0LX head. Today everything has been replaced by the lost foam version single piece manifold that does not use external end caps. This manifold uses the same casting p/n 860235 for all applications, but is machined differently therefore allowing it to be used on a variety of 3.0L engine applications. (Read More 860235A03 and 860235A04).

  Lost Foam Casting
By the late 1990’s the Mercury Marine Outboard division had been developing and producing various outboard components including Aluminum engine block castings using the Lost Foam (Evaporative Pattern Casting) for several years. Due to the advantages of being able to produce castings that yield very consistent wall thicknesses Mercruiser set out to apply this expertise towards their cast iron marine exhaust and cooling system components.  One of the 1st cast iron products produced by Lost Foam was the current 79550A 1 engine mount still being used today. Next in line to convert to Lost Foam was the thermostat housings which have changed significantly over the years. However, most all of the cast iron thermostat housings in production today are being produced  as Lost Foam castings. From there this technology was then applied to a dual wall castings the first of which was the 44354 exhaust riser.  The exhaust riser is a dual wall casting because you have the outer wall of the casting with the water jacket area then being in between the exhaust wall of the casting. This riser has since been replaced by the 807988 castings but is still produced today as a Lost Foam produced casting today. This technology has continued through the years and is still being used today to produce most of the Mercruiser 3.0L, 4.3L, 5.0L, 5.7L, and 6.2L Exhaust Systems in current production.

Dry Joint  (Read More)
With the launch of the 496 CID 8.1L engines in 2001 things changed significantly with Mercruiser’s approach to their Marine Exhaust systems. Up to this time Mercruiser had designed their exhaust systems using the standard sealing joint where both water and exhaust gas was passed through the same single sealing joint.  However when the initial 496 engine design approach was “brain-stormed” with the field engineers from Mercruiser the point was presented that the top of this engine being the top of the line offering should come standard with the same type of marine exhaust system being offered by after market companies such as Stainless Marine (Read More). These after market product offerings utilized a design such that the coolant water is passed around the outside of the exhaust gas sealing joint. Therefore if either of the sealing joints developed a leak it would not allow water to get back into the engine. Due to the large success rate of this exhaust system design at preventing water ingestion related warranty claims Mercruiser then decided to apply this same approach to their 4.3L, 5.0L, 5.7L, and 6.2L marine engines (Read More). We are proud to note that the Dry Joint exhaust systems used on the 4.3L, 5.0L, 5.7L, and 6.2L engines utilized our designs that were awarded U.S. patents (Read More).

 How to Choose the Correct Marine Exhaust System

1. Determine what Brand of Marine Engine you have; Mercruiser, Volvo Penta, Crusader, etc.  (Read More)
2. Determine what specific engine model you have; 3.0L, 4.3L, 5.7L, etc.
3. Do you want to purchase an individual manifold or complete kit w/ Manifolds, Risers, Gaskets, Bolts.
4. Do you want coated exhaust products for usage in corrosive operating conditions? (Read More)
5. Do you want OEM products? If so this will prevent purchasing as a kit or coated product.
6. OEM – Read More     Direct Replacement – Read More
7. If you’re still unsure which direction makes the most sense you can check out our Technical Library for loads of good, related technical exhaust information.

Model Identification Chart & Pricing
Model 71C & 72C	Velvet Drive 71 & 72 Series Inline & V Drive Reduction Gear Transmission Identification Chart	I.D. Chart
71 & 72, 5000, and Liberty Series	Velvet Drive Direct, Down Angle and V Drive Models	Pricing

Spare Parts Lookup Diagrams & Catalogs
71C & 72C (Current Production)	Velvet Drive 71C & 72C Transmission Assembly Parts Catalog
71V & 72V (Chain Drive)	Velvet Drive 71V & 72V Chain Drive Transmission Parts Catalog
71V & 72V (Gear Drive)	Velvet Drive 71V & 72V Gear Drive Transmission Parts Catalog
1.523:1 Reduction (Current Production)	Velvet Drive 1.523:1 Reduction Gear Transmission Parts Catalog
1.523:1 Reduction (Early Production)	Velvet Drive 1.523:1 Reduction Gear Transmission Parts Catalog
1.88:1 & 1.91:1 Reduction (Current  Production)	Velvet Drive 1.88:1 & 1.91:1 Reduction Gear Transmission Parts Catalog
1.91:1 Reduction Unit (Early Production)	Velvet Drive 1.91:1 Reduction Unit Parts Catalog
2.10:1 Reduction Unit (Early Production)	Velvet Drive 2.10:1 Reduction Unit Parts Catalog
2.10:1 Reduction Unit (Early Production)	Velvet Drive “Early” 2.10:1 Reduction Unit Parts Catalog
2.10:1 Reduction Unit (Current Production)	Velvet Drive “Current” 2.10:1 Reduction Unit Parts Catalog

Velvet Drive Transmission Diagrams

When you’re looking to buy a new Velvet Drive Marine Transmission or locate and look up the online Parts and Diagrams to rebuild your Velvet Drive 71, 72 or 5000 Series down angle gear box you are at the right place. Performance Product Technologies Velvet Drive online parts lookup catalogs and diagrams allows you to not only shop quickly while always receiving the lowest prices, but our Technical Library contains technical videos, tips, and marine specifications. We handle the full range of Velvet Drive Marine Transmission lineup including the latest Liberty Series gears.

Performance Product Technologies offers more than 25 years of technical experience and knowledge in the Inboard boating industry. We have been a Velvet Drive dealer since 2002 and understand the design & engineering of these Marine Transmission Parts & Products. Our range of technical experience varies from long block engines to, complete drop in Bobtail Motors to the related control accessories required when repowering your boat. Marine Transmission’s and their related accessories are something we provide to our customers on a weekly basis. PPT is a reliable source for insight and advice on the best Boat Parts and accessory options for your boat and marine engine. Whether you need information about Mercruiser Engines or closed cooling systems, you will find it here at PPT.

Models Affected

All MerCruiser models with Thunderbolt IV ignition systems.

Transmission Sales Brochures & Pricing
ZF 45A Brochure (Opens in a New Window)	ZF 45A Sales Brochure & Specification Sheet	Pricing
ZF 45V Brochure (Opens in a New Window)	ZF 45V Sales Brochure & Specification Sheet	Pricing
ZF 63A Brochure (Opens in a New Window)	ZF 63A Sales Brochure & Specification Sheet	Pricing
ZF 63 Brochure (Opens in a New Window)	ZF 63V Sales Brochure & Specification Sheet	Pricing
ZF 80A Brochure (Opens in a New Window)	ZF 80A Sales Brochure & Specification Sheet	Pricing
ZF 80V Brochure (Opens in a New Window)	ZF 80A Sales Brochure & Specification Sheet	Pricing

Repair Manuals		Part Lists
ZF 45C/63C/88C	ZF 45C Repair Manual & Spare Parts Catalog
ZF 63A/63/80A/80-1A	ZF 63 and 80 Series Repair Manual and Spare Parts Catalog
ZF 63IV/80IV/80-1IV	ZF 63 and 80 V Drive Series Repair Manual and Spare Parts Catalog
ZF 25/25A/45A/45-1C	ZF 25 and 45 Series Repair Manual and Spare Parts Catalog
ZF 220A	ZF 220A Series Repair Manual and Spare Parts Catalog

ZF Hurth Repair Catalogs, Parts & Specificaton’s

If your looking for ZF Hurth Transmission Parts discounts to buy parts online or the Technical Specifications to rebuild your ZF 63A down angle gear box you are at the right place. Our online store allows you to not only shop quickly while always receiving the lowest prices, but our Technical Library contains technical specifications and information for the full range of ZF Hurth Marine Transmission lineup. This includes the small gears such as the ZF 25 and ZF 30 series all the way up to the medium and heavy duty rated gears such as the ZF 45, ZF 63, ZF 80 and ZF 220 gearboxes.

Performance Product Technologies offers more than 25 years of technical experience and knowledge in the boating and Marine Parts industry. We understand the design and engineering of everything from long block engines to Marine Transmissions and accessories, making us a reliable source for insight and advice on the best parts and options for your boat and marine engine. Whether you need information about Mercruiser Engines or cooling systems, you will find it here at PPT.

All MerCruiser sterndrive and inboard engines equipped with Gen III cool fuel systems.
Models Covered Serial Number:

• All sterndrive 5.0, 350, and 377 MPI models equipped with Gen III cool fuel 1A343749 and below
• All sterndrive 496 models equipped with Gen III cool fuel 1A349420 and below
• All inboard 5.7 and 6.2 MPI models equipped with Gen III cool fuel 1A091623 and below
• All inboard 8.1 models equipped with Gen III cool fuel 1A380210 and below
• All Scorpion 350 and 377 models equipped with Gen III cool fuel 1A091623 and below
• All Tow Sports 8.1 MPI models equipped with Gen III cool fuel 1A380210 and below

NOTE: Engines equipped with the Gen II Cool Fuel System are not affected.

Situation: A new Gen III cool fuel module is being introduced to replace the existing Gen III module. Engines with serial numbers above the range listed are equipped with the new module from the factory. The primary difference between the designs is the method of connecting the cooling water hoses to the module. Refer to the Mercury Electronic Parts Catalog (EPC) for replacement modules for engines with serial numbers above the ranges listed. For models in the defined serial number ranges listed see all of the information presented in this service bulletin.

Correction: The new style module will replace any older style module for service needs. In order to use the new module on earlier applications, the cooling water hoses and various fittings must be replaced. Kits are available to accommodate the various possible hose configurations. Order the Gen III Cool Fuel Module with pumps and filter, or a lower module housing only along with the proper hose kit for installation. One module and one kit are required per engine.

Replacement kits Complete Gen III module with pumps and filter 8M0047215 Lower Gen III module housing (no pumps or filter) 8M0047216 Two bib hose kit 865317T02 Three bib hose kit 865208T02

THE INFORMATION IN THIS DOCUMENT IS CONFIDENTIAL AND PROTECTED BY COPYRIGHT AND IS THE PROPERTY OF MERCURY MARINE. This document is provided for the sole and exclusive use of the original recipient as prescribed by Mercury Marine and may not be distributed or copied, digitally or otherwise, without the prior written consent of Mercury Marine. 2009-01 FEBRUARY 2009 © 2009 Mercury Marine Page 1 / 3

New Gen III Cool Fuel Module

New Gen III Cool Fuel Module—General Information Threaded hose barb fittings are supplied with the new Gen III cool fuel module. The threads on the barbed hose fittings and the threaded bore must be coated with Perfect Seal. Any removal of the fitting will require resealing the threads. Refer to the instruction sheet with the module for additional installation information.

a -Gen III cool fuel module b -Barbed hose fitting

The hose connections at the module must be secured with hose clamps. The hose connections at the restrictor are friction fit and are preassembled at the factory.

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a -Gen III cool fuel module b -Restrictor c -Hose clamp d -Hose connection at restrictor

Topic: Replacement Options

Question: Why is it so difficult to find a remanufactured marine shortblock? I see plenty of new and remanufactured longblocks but not any shortblocks.

Response:

There are a variety of options to be considered when replacing the engine in marine applications. Depending on the severity of the issue that’s driving your need to replace the engine here are a few things to consider. You can also read our technical articles regarding overall repowering options to research the advantages versus dis-advantages of drop in bobtails versus longblocks. 

Definition: Shortblock 

• Shortblock’s have been offered in the past as either new or remanufactured product.
• Shortblock’s include the block and rotating assembly but NOT the cylinder heads.
• The primary purpose of Shortblock’s is to offer the “cheapest” engine replacement option.

Definition: Longblock (read more on the terminology of longblock versus bobtail, etc.)

• Longblock’s are currently offered as either new or remanufactured product.
• Longblock’s include the block and rotating assembly AND the cylinder heads.
• The primary purpose of Longblock’s is to offer the “most cost effective” engine replacement option.

Summary Explanation

It’s important to remember that cheaper is not always better when repowering your boat. Whether you consider new or remanufactured the better option to consider would be what offers the best value. While shortblocks are almost always going to be cheaper on the front end versus a longblock they may not necessarily be cheaper in the long run. This leads us to the overarching reason of why the Marine Industry has all but moved away from offering the shortblock engine options. Warranty cost is a huge factor that the manufacturers are building into the up front cost of the products when they are sold. The more complete the engine is when sold to the customer the less likely it is that the customer will experience warranty related issues. By far the vast majority of warranty problems customers experience when repowering is caused by something they install improperly, installing incorrect accessories, etc. With this in mind it’s important to realize that one of the driving factors determining the longevity of any replacement Marine Engine is the marine cylinder heads they are equipped with. The cylinder heads are a huge factor in dictating the overall performance which also has a huge affect towards the engines suseptibility at ingesting water. Another extremely important factor is the condition of the valve seating, etc which affects both performance as well as the water ingestion and reversion characteristics.

Last but not least is the manufacturers ability to test the product which is being provided to the customer. In the case of a marine shortblock the product cannot be fully tested for compression, fluid leakage, performance, oil pressure, etc. Even in the case where test heads are installed for the purpose of test running the engine the performance, compression, head gasket leaks, etc being verified are not valid for the actual engine that ultimately gets installed into the customers boat. The reason being since the heads have to be removed on shortblocks after testing and ultimately get repalced by whatever the customer choose to install.

Final Conclusions

Our best recommendation is to pay a little extra up front and purchase a true Marine Longblock. The up front cost difference is really not as great as one would think because the testing required for shortblock’s requires more labor at installing and then having to remove components. Therefore some of the cost saving you would expect are in fact eaten up by additional labor cost. This small up front cost of the longblock buys you exponentially lower industry reported warranty rates versus that of the shortblock’s. In our experience, in the longrun we’ve found the longblock will generally cost even less than the shortblock.

SHOP FOR LONGBLOCK’S NOW

The model of Mercruiser Engine can be determined by looking at the last letters of the engine code which is stamped in all complete Marine Longblocks by General Motors at the time of assembly. If the serial number and/or model decals are missing, the Marine Engine code will help to determine the specific engine model/vintage. Refer to the drawing below for the engine code location of your Engine.

Information you need from the engine code, example M01187MH. 7=General Motor’s model year in this case 1997, BUT this could also be 1987 or 1977. MH = Type of engine. The 350 cid V8 Mercruiser models 5.7L, 350 Mag Mpi, Black Scorpion Ski, etc.

**GM 6 Cylinder 250 cid (4.1L) – Sterndrive Model (LH rotation), flat lifters

**GM V6 229 cid (3.8L) – Sterndrive Model (LH rotation), flat lifters

GM V6 262 cid (4.3L) with Mechanical Fuel Pump – Sterndrive Models (LH rotation)

**GM V6 262 cid (4.3L) Gen II with Electric Fuel Pump – Sterndrive Models (LH rotation), roller lifters

**GM V6 262 cid (4.3L) Gen+ – Sterndrive Models (LH rotation), roller lifters and rocker arms

Go Directly to the V6 Longblocks in the Store………V6 Marine Longblocks 

The model of Mercruiser 3.0L 4 Cylinder Engine can be determined by looking at the last letters of the engine code which is stamped in all complete Marine Longblocks by General Motors at the time of assembly. If the serial number and/or model decals are missing the marine engine code will help to determine the engine model. Refer to the drawing for engine code location.

Information you need from the engine code, example M01187MH. 7=General Motor’s model year in this case 1997, BUT this could also be 1987 or 1977. MH = Type of engine. The 350 cid V8 Mercruiser models 5.7L, 350 Mag Mpi, Black Scorpion Ski, etc.

GM 4 Cylinder 153 cid (2.5L)

Sterndrive Models (LH rotation), flat lifters

GM 4 Cylinder 181 cid (3.0L) with 2–piece Rear Seal

Sterndrive Models (LH rotation), flat lifters, 3.0L cyl. Head

GM 4 Cylinder 181 cid (3.0L) with Full Circle Rear Seal

Sterndrive Models (LH rotation), flat lifters

Go Directly to Marine Longblocks in the Store……….3.0L Marine Longblocks