Pleasurecraft marine Pleasurecraft 302/2A User manual

STATEMENT OF LIMITED WARRANTY
The Pleasurecraft Marine Engine Co warrants its new products to be free from defects in material and workmanship under normal use and
service conditions, to the first registered owner or user. Covered under the Pleasurecraft warranty are all Pleasurecraft supplied components, except for
those components warranted by Pleasurecraft Suppliers. The obligation of Pleasurecraft shall be limited to the repair or replacement, at its option, of
any part or parts which have failed during the period of warranty and which Pleasurecraft's examination shall disclose to have failed due to defective
material and/or workmanship.
WARRANTY PERIOD
This warranty shall be valid to the first registered owner or user only, for the period specified below.
All components, other than those itemized below, are warrantied for a period of one (1) year from the date of delivery to the first registered
owner, or until the expiration of 200 hours of operation, whichever occurs first, in non-commercial use. In case of commercial use, said warranty shall
be for a period of six (6) months from the date of delivery to the first user or registered owner or until the expiration of 200 hours of use or whichever
occurs first.
Exceptions to the one (1) year/200 hour warranty;
(A) Water pump impellers not covered by warranty.
(B) Electrical system and fuel system warranty is for a period of 90 days from the date of delivery or first use.
(C) Seals, gaskets, o-rings and other material affected by time are not covered by this warranty if their effectiveness is reduced by an
extended storage period prior to sale and/or use.
(D) Components supplied by the Ford Motor Co. are warrantied by the Industrial Engine Division of the Ford Motor Co.
MANNER OF PERFORMANCE OF WARRANTY
Service under the terms of this warranty must be performed by an authorized Pleasurecraft Marine dealer or distributor without charge for
replacement parts or established flat rate labor, excepting miscellaneous items not considered as warranty defects, such as, but not limited to,
lubricants, spark plugs, points, and other items which are normally frequently replaced as part of normal maintenance. Charges for additional non-
warranty work and/or additional dealer charges relative to warranty work in excess of flat rate must be paid for by the owner.
Prior authorization in writing must be obtained for any warranty repairs over $50.00 and in all cases where customer fails to establish purchase
and warranty expiration date with the Warranty Identification Card sent the owner upon receipt of his warranty registration form by Pleasurecraft. The
product warranty is not in effect and, therefore, cannot be honored until the product purchase date can be confirmed by Pleasurecraft.
FAILURE EXCLUDED FROM WARRANTY
This Warranty will not apply to any failure which results from accidents, sinking, fire, neglect, abuse, or abnormal service, such as racing,
towing or operating in water of insufficient depth, or to any failure resulting from improper installation, improper adjustments or improper delivery
service, or to any failure resulting from the use of parts, fuels, oils or lubricants not suitable for use with the product and/or material not approved by
Pleasurecraft Marine Engine Co. This warranty does not apply to any engine or drive which has been modified, or altered, or repaired in such a
manner as, in the opinion of Pleasurecraft Marine Engine Co., to affect its stability, reliability, or performance. Also, excluded from warranty are all
consequential and/or subsequent losses including but not limited to, loss of use, loss of income, inconvenience, trailering, towing, haul out, launch
and/or any other in and out of water expenses, storage charges, dockage charges, expenses to deliver or pick-up the product being warrantied to and
from the warranty dealer, telephone expenses, telegraph expenses, lodging expenses, travel expenses, mechanics travel time and mileage, personal
property damage, damage caused by any occurrence of an insurable nature, rental of substitute equipment of any type, removal and replacement and/or
modification of any boat parts to facilitate repairs, moving of furniture, carpets, cleaning, painting, carpenter work, pre-delivery services, repairs
resulting from modifications or improper repairs performed by authorized or unauthorized facility or from use of non-approved parts. Failures due to
use of non-recommended lubricants or fuels, or failure to follow maintenance or lubrication schedules. Failures caused or contributed to by
contaminated fuel, failures caused by improper installation or misapplication of the engine or drive, failures resulting from owners or operators failure
to exercise due or normal care and precaution, components and/or assemblies that are warrantied by Pleasurecraft Marine Engine Co. suppliers.
OWNER'S RESPONSIBILITY
The above Warranty shall be conditional upon owner's compliance with the following conditions:
1. Owner shall verify that the pre-delivery service has been performed, all requested information is recorded and that the selling dealer has
signed the warranty registration.
2. Owner shall promptly mail the warranty registration to Pleasurecraft Marine Engine Co. after accepting delivery.
3. Owner shall follow the instructions in the owner's manual regarding operation, break-in, lubrication, and fuel.
4. Owner shall follow maintenance schedule, operating, limits, and lay-up instructions, as outlined in the owner's manual.
NO OTHER WARRANTY GIVEN
No other warranty, whether of mercantability, fitness or otherwise, express or implied in fact or by law, is given by Pleasurecraft Marine Engine
Co. with respect to any product of the Pleasurecraft Marine Engine Co., and no other or further obligation or liability shall be incurred by Pleasurecraft
Marine Engine Co. by reason of manufacture, sale, lease or use of any such product.
The obligations of Pleasurecraft Marine Engine Co. set forth in the first paragraph above shall be the exclusive remedy for any breach of
warranty hereunder. In no event shall Pleasurecraft Marine Engine Co. be liable for general, consequential or incidental damages, including without
limitation, any damages for personal injury, property damage, loss of use or loss of profits. Pleasurecraft Marine Engine Company's policy is one
continued improvement of its products and reserves the right to improve and change its design and production of any of its products without assuming
any obligation to modify products previously manufactured and/or sold.
No distributor, dealer, agent or employee of Pleasurecraft Marine Engine Co. is authorized to grant any other or further warranty or incur any
additional warranty obligation on Pleasurecraft Marine Engine Co.'s behalf, in connection with the sale of its products. There are no warranties which
extend beyond those printed herein. Except that any qualification or restriction contained herein which is prohibited by any law where the product is
sold is changed to conform with that law making that qualification and/or restriction only null and void. All other qualifications and/or restrictions of
this warranty remain in full force and effect.

GENERAL INFORMATION
IMPORTANT: read this manual carefully and thoroughly, particularly WARNING,
CAUTION and IMPORTANT information in bold type, such as this paragraph.
WARNING: It is recommended that the battery
cables be removed from the battery when the boat
is placed in storage, on display or in transit. This
will eliminate the possibility of the engine
accidentally starting and causing damage to the
engine due to lack-of water.
Installation of the propeller shaft and associated mounting
parts is not outlined in this manual. The propeller shaft angle
and propeller location must be determined by the boat
builder to meet the requirements of the boat design.
Propeller shaft diameter should be of sufficient size for the
type of application. The following propeller shaft couplings
are available from PMC.
Shaft Size
Part No. For
1:1, 1.51 and 2:1
Transmissions
Part No. For
2.5:1 and 3:1
Transmissions
1 " (25.4mm)
1-1 /8 "
(28.6mm)
1-1/4" (31.8mm)
1-3/8" (34.9mm)
1-1/2" (38.1 mm)
1-3/4" (44.5mm)
2" (50.8mm)
2-1/2"
R148010
R148011
R148012
R148013
R148018
R 148001
R 148002
R148003
R 148004
R148005
R148007
R148008
R148009
The engine drawings should be used when determining
engine space requirements and engine bed location. The
horizontal angle of the installed engine at rest must be
between 0°to 15°.
#1. CAUTION: Some engines use a different
dipstick for 0°installation than a 15°installation.
Be certain that the proper dipstick is installed to
prevent damage due to overfilling or underfilling of
the crankcase. If in doubt contact your dealer or
PCM.
Engine and Transmission Identification
The engine model and serial number are located on the
intake manifold at the rear.
The transmission model, serial number and ratio is located
on the transmission case.
Except for V drives on some applications the propeller shaft
rotation -with the transmission in forward gear on engines
equipped with 1:1, 1.5:1, 2.5:1 and 3:1 transmissions - is the
same as engine rotation.
Propeller shaft rotation - with the transmission in forward
gear on engines equipped with 1.9:1 transmissions - is the
opposite of engine rotation.
On V drive engines both engines may turn the same
direction and have the propeller rotation changed in the V
Drive.
On all engines the Serial # plate indicates both engine and
propeller shaft rotation. Example: PLD-WV-R20 and
PLD-WV-L20. The L following the P indicates the engine
rotation. The R and L following the V and preceding the 20
indicates the Propeller Shaft Rotation. The engines must be
installed accordingly to insure proper propeller rotation.
1

CAUTION: The Warner Gear shift lever MUST BE IN
FORWARD; that is, positioned over the letter "F"
which is embossed in the case casting for
FORWARD gear. Likewise, the shift lever must be
positioned over the letter "R" for REVERSE gear
on all gear models.
Engine Alignment and Mounting Adjustments
The engine must be aligned to the propeller shaft within
.003' (.076mm) or less when measured between the mating
surfaces of the transmission coupling flange and the
propeller shaft coupling flange. To obtain correct engine
alignment, insert a feeler gauge between the coupling mating
faces and adjust engine position as required to place the
mating surfaces parallel to each other within .003' (.076mm).
This clearance must be maintained at all times and at all
positions of the coupling. To complete alignment turn the
shaft coupling 180* from the starting point after the engine
and shaft are aligned to within .003'. Test for proper
clearance. If out readjust the engine to proper clearance.
Retest by turning coupling 90' at a time and testing to insure
alignment at all points through the 360' circle.
The engine mounts are adjustable to permit raising or
lowering the engine and also moving the engine to the right
or left. It is recommended that, when the engine bed is
installed in the boat, it is positioned so that engine alignment
is as close as possible. After engine mounts have been
fastened to the engine bed, final alignment should be done
by adjusting the mounts as follows:
Front mounts are adjusted by loosening the upper lock nut
on the mount stud and trunion locking stud nuts and tapping
on the nuts to loosen the studs on the trunion The mount can
then be raised or lowered by screwing the lower nut up or
down in the desired direction and side to side by prying
against the block. CAUTION: Side to side adjustment must
be limited to a maximum 1-3/4: extension of the trunion
from the mount bracket. Extension of more can cause
bending of the trunion or possible mount failure.
Rear mount adjustment is made by loosening the stud lock
nut and turning the stud in the proper direction for vertical
adjustment and by loosening and tapping the nut on the lock
studs to free the rear trunions and adjust in the same manner
as the front for side to side adjustment. CAUTION: Be
certain to lock the lock nuts on the adjusting and lock studs
when adjustment is completed.
After alignment is complete lag and/or cross bolt mounts
securely to the stringers.
2

Water Pick-Up Installation
Water pickup must be large enough to permit sufficient
water flow to engine seawater pump in order to provide
adequate engine cooling. Pleasurecraft Marine recommends
that a sea strainer be installed on all boats equipped with
transom or thru-hull water pickups to prevent foreign
material from entering and clogging engine cooling systems.
Engine damage that results from a clogged cooling system,
will not be covered by Pleasurecraft's Warranty.
In the interest of safety, it is recommended that a sea cock be
installed between water pickup and sea strainer.
Water pickup should be located as close to seawater pump
inlet as possible and in an area where an uninterrupted, solid
stream of water will flow past it when boat is underway.
Seawater pump inlet is designed for I' I.D. hose. Hose must
have adequate wall thickness to prevent collapsing caused
by pump suction. Hose should be fastened securely at
connections with hose clamps.
EXHAUST SYSTEM
When designing the exhaust system, it is very important that
the following points are taken into consideration:
1. System must not cause an excessive amount of back
pressure. Back pressure must not exceed 4' (10.2cm) of
mercury when measured with a mercury manometer at
the exhaust manifold outlets. Minimum exhaust hose
sizes are as follows:
Dual Exhaust - 3' I.D. (7.6cm)
Single Exhaust - 3-1/2' I.D. (8.9cm)
2. System layout and construction must prevent cooling
system discharge water from flowing back into the
engine and also prevent sea water from entering the
engine via the exhaust system.
Exhaust Hose Installation
The exhaust hose, which connects to the exhaust manifold
riser should be connected so that it does not restrict the flow
of discharge water from the elbow.
Both exhaust manifolds are water-cooled, and all cooling
system water is discharged thru openings which are located
inside the risers. To prevent discharge water from flowing
back into the engine, the exhaust piping must not be higher
than the manifold outlet at any point.
It is the obligation of the boat manufacturer or installing
dealer to correctly locate the engine for installation.
Therefore, if water is present in the exhaust manifolds or
combustion chambers of the engine, the product has not
caused the problem, unless there is a defective part.
Hoses, which are connected in a manner to bend in front of
the exhaust outlet, will prevent discharge water from flowing
around the entire inside diameter of the hose and will cause a
hot spot that may burn through the hose.
The exhaust system should have no sags or low spots to
accumulate water. Sharp bends of more than 45 degrees in
the exhaust lines should be avoided. The exhaust lines
should slope toward the transom at a rate of at least 1/2 in.
per foot with vessel at rest. Exhaust pipe size should not be
restricted. Exhaust back pressure will create poor
performance, high fuel consumption, and severe engine
damage.
Exhaust transom flanges should be above the water line, and
the exhaust lines should be self-draining.
The system should be periodically inspected for leaks and
general condition to prevent leakage of water and exhaust
gases into the hull. Flapper valves are suggested to be used
on all exhaust systems.
Fuel System Installation
Coast Guard Regulations must be observed when installing
fuel system. Fuel systems should be installed in accordance
with the standards of industry associations and applicable
federal standards.
Engine Compartment Air Intake
The engine compartment must be properly vented to provide
a sufficient amount of air for engine breathing. Air intake
and exhaust openings must be large enough to provide an
unrestricted volume of air under all operating conditions.
Engine compartment ventilation also should conform to
Coast Guard Regulations.
Control Cable Adjustments
After installation of controls and cables proceed with the
following adjustments.
Shift Cable
1. Set control lever in neutral position.
2. Position shift selector on the warner gear into neutral
position. In moving the selector from neutral to forward
to reverse to neutral three distinct detent positions will
be felt.
3. Adjust the connector on the control cable so the
connector slips freely into the hole in the selector arm.
4. Remove the connector from the selector arm and move
the selector and control lever into the forward position.
In this position the shift lever must cover the "F" cast
into the transmission case. The connector should slip
freely into the hole in the selector arm.
3

5. Repeat step #4 with the selector and control levers in
reverse position.
If the movement of the connector does not correspond with
the movement of the selector lever it will be necessary to
readjust the remote control head to provide the proper
direction of control cable travel.
CAUTION: Transmissions operated in reverse to
propel the boat forward will fail early. Engine and
propeller rotation must be matched according to
the Serial Plate.
Throttle Cable
1. Place control lever on single lever control into forward
gear without advancing the throttle and on a twin lever
control in the fully closed position.
2. Adjust the connector so that it slips freely into the
connector socket and lock into place.
3. Position throttle into the full throttle position after
blocking the choke open. Check to see if the throttle
valves are in the full open position on both the primary
and secondary side if so equipped.
If valves do not open fully make necessary adjustments
at either control head or cable connector to insure full
opening. Repeat steps #1 and 2 to insure proper idle
settings and adjust if necessary.
Battery Specifications
Battery Specifications Must Be as Follows:
12 volt marine type
Tapered post connectors
70 amp-hr. minimum rating
Battery Cable Size Specifications
Cable Length Cable Size Required
Up to 3 Ft. 6 In. #4 Gauge
3 Ft. 6 In. to 6 Ft. #2 Gauge
6 Ft. to 7 Ft. 6 In. #1 Gauge
7 Ft. 6 In. to 9 Ft. 6 In. #0 Gauge
9 Ft. 6 In. to 12 Ft. #00 Gauge
12 Ft. to 15 Ft. 1 #000 Gauge
15 Ft. to 19 Ft. 2 #0000 Gauge
1 In. (I n c h) = 2.54cm 1 Ft. (Foot) = 30.5cm
NOTE: Cable sizes apply both to positive (+) and
negative (-) cables. Terminals must be
soldered to cable ends to provide adequate
contact.
Battery and Battery Cable Installation
1. Battery should be positioned as close to engine as
possible and should be securely mounted in boat.
2. Connect negative (-) battery cable to ground on engine,
connect positive (+) battery cable to solenoid.
3. Connect positive battery cable to positive post on
battery and negative battery cable to negative (-) post on
battery.
IMPORTANT: Engine electrical system is negative ground.
Failure to connect battery leads, as outlined, will damage
system.
MISCELLANEOUS INSTALLATION INSTRUCTIONS
WARNING: Before starting engine always ventilate
engine compartment by opening engine hatch or, if
equipped, operate bilge blower a sufficient amount
of time to remove any gas fumes from engine
compartment. It is doubly important to check for
fuel spillage or leaks after repair, refueling or
maintenance before starting engine. Remove
battery cable from battery before attempting any
maintenance, repairs or when boat is placed in
storage or in transit.
Check Before Running
1. Engine oil level.
2. Transmission lubricant level.
3. Engine drain plugs installed.
4. Leakage (fuel and water lines and connections).
5. Throttle shutters full close at idle (neutral).
Check While Running (See "Caution", Below)
1. Oil pressure 35 to 40 PSI (2.5 to 2.8kg/cm2) (Approx.)
at 2000 RPM.
2. Water temperature 1401-1600 R/W and 180'-2000 F/W
3. Idle RPM (550-600) in gear
4. Maximum forward RPM 4,400
5. Shifting linkage (forward, neutral and reverse) for shift
lever in detent and proper direction.
6. Leakage (water, oil and fuel)
Check After Initial Run
1. Engine alignment
2. Engine mounting fasteners are tight.
3. Engine oil level
4. Transmission oil level and shift connections.
CAUTION: Do Not Operate Engine without Cooling
Water Flowing thru Water Pump, or Neoprene
Water Pump Impeller Will Become Damaged.
Attach Water Hose to Pump Inlet. Run Engine
Slowly (650-700 RMP) in Neutral to Circulate Water.
Watch Water Temperature Gauge to Prevent
Overheating.
4

Operating Limits (See Specifications for
Your Model)
Maximum RPM at wide open throttle under normal load
conditions can be controlled only by propeller pitch,
diameter, and design. It is essential that the propeller
selected does not overload or underload the engine. Extreme
overloading resulting in low RPM's at wide open throttle
will deliver poor performance, poor fuel economy, and
eventually result in engine damage. Underloading will result
in high RPM, poor fuel economy, and engine damage, if
operated above recommended maximum RPM's.
Do not operate at high RPM's in neutral. Operation in
extremely shallow water can cause sand, silt, and gravel to
be pulled into the cooling system. This can create excessive
water pump wear, and in extreme cases may deposit in the
engine block water jackets and seriously damage the engine
from improper cooling. Heavy weed growth can plug oil
coolers and water intakes and cause damage. If operation
under these conditions is necessary, a good quality sea water
strainer or filter should be installed. The installation of a
fresh water cooling system can reduce the danger of engine
damage from this cause.
ALWAYS OBSERVE HIGH SAFETY STANDARDS
AND COURTESY AFLOAT.
Propellers
Propellers can affect the performance of your boat in many
ways. Selection of the proper propeller for your application
is vital. In most cases, the selection is made by the
Boatbuilder for best over-all performance; however, many
variable factors, such as heavy loads, high altitude, hull
balance, etc., can contribute toward rendering the "standard"
propeller unsuitable, since the application is no longer
"standard."
Many undesirable results can occur from a propeller not
properly matched to the specific application; high RPM's,
low RPM's, cavitation, vibration, steering torque (stem
drives), drumming or rumbling noise, high fuel
consumption, poor efficiency, and even electrolysis damage
(stem drive). When changing propellers, extreme care should
be taken to select a propeller which allows the maximum
engine RPM's with normal load to be within the proper
range for the particular model. See the engine specification
chart in this book for "Maximum RPM."
The use of brass or bronze propellers on stern drives in salt
water or water with high mineral or acid content is not
recommended, due to the possibility of electrolytic attack
and corrosion of the outdrive housings.
If the propeller is bent, broken, out of balance, or otherwise
damaged, limit operation to bare necessity until the propeller
is repaired or replaced.
Directional References
Directional references are given as they appear when
viewing boat from stern, looking toward bow. Front of boat
is bow; rear is stern. Starboard side is right side; port side is
left side.
Service Recommendations
This manual includes operating and maintenance
instructions that are usually required in normal service. Do
not attempt any repairs which are not specifically covered in
this manual. Strict compliance to the recommendations for
lubrication, maintenance, operation, etc., will assure you of
superior performance and dependable service.
Literature
To obtain service and/or parts literature for your PCM
Engine(s) contact your dealer or write:
PCM
P.O. Box 130
Canal Winchester, Ohio 43110
Serial Number Locations
Serial number of your PCM Engine is located at rear of
engine on the Intake Manifold. Transmission serial number
is located on the transmission case.
5

Service Information Request
When contacting the factory, include the following
information:
1. Engine and transmission serial and model numbers.
2. Date purchased.
3. Name of selling dealer.
4. Boat manufacturer, model and length.
5. Number of hours unit has been operated.
6. Date of previous correspondence.
For your convenience there is a form which can be used
when writing PCM.
Record These Numbers from the Serial Number Plates on
the engine and transmission.
Port Starboard
Engine Model
Engine Serial No
Transmission Model
Transmission Serial No.
.
Marine Engine Description
PCM engines are 4-cycle, overhead valve, V-8 engines.
Lubrication is provided by a rotor-type oil pump which
provides full pressure lubrication to all bearings. Valve
rocker arms are lubricated by oil which passes thru the
hydraulic value lifters and up thru hollow push rods. All
lubricating oil is filtered by a full-flow filter system.
PCM Installation and Delivery Inspection
The selling dealer must check the items listed below prior to
delivery of your PCM Engine. Check with him to be sure
that these checks have been completed.
Check and Adjust as Necessary
1. Engine oil level and transmission oil level
2. Battery condition
3. All mounting bolts
4. Engine Alignment
Start Engine and, While Running, Check
CAUTION: DO NOT operate engine without cooling
water flowing through water pump, or water pump
will be damaged, and subsequent engine damage
may result.
(With Engine Warmed-Up at Fast Idle to Normal Operating
Temperature)
1. Oil pressure and cooling water flow
2. Ammeter or voltmeter function
3. Exhaust, oil and fuel system for leaks
4. Idling speed (adjust as necessary)
5. Operation of throttle and shift controls
Test Run Boat and Check (in water)
1. Recommended engine RPM (as stated under
"Specifications")
2. Operation of throttle and shift controls
3. General operation of craft
MAINTENANCE AND
TUNE-UP
Fuel Requirements
Use any good grade automotive regular or premium gasoline
with a minimum average octane rating of 88* (93 research)
in your PCM engine.
An 86* average octane (90 research) gasoline may be used if
the gasoline described above is not available; however, the
ignition timing MUST BE retarded 41 to prevent harmful
detonation.
*New U.S. Regulation requires posting average of
research and motor octane.
PCM reserves the right to refuse warranty on parts which are
damaged -when using improper gasolines.
Replacing Fuel Filter
PCM recommends the use of a Remote Mounted fuel filter
and/or water separator and fuel filter on all its engines. Fuel
filters are not standard with PCM engines, however, we do
offer them as an option to all Boat Builders and Dealers. If
your Boat is not equipped with a fuel filter see your PCM
Dealer. He can provide you with the proper parts and
installation service to protect your engine's fuel system.
When replacing the fuel filter element, follow the
manufacturer's instructions and the following cautions.
CAUTION: Be careful of spilled fuel. Gas vapor
buildup is explosive.
NOTE: DO NOT re-use; always replace with new filter and
gasket.
CAUTION: DO NOT operate engine without cooling
water flowing thru water pump, or water pump
impeller will be damaged, and subsequent engine
damage may result.
6

7

Cleaning Carburetor Inlet Filter
CAUTION: Be careful of spilled fuel. Gas vapor
buildup is explosive.
1. Carburetor inlet filter is located in primary float bowl in
fuel inlet fitting.
CAUTION: Use care so fuel is not spilled.
2. Remove fuel line and fuel inlet fitting from carburetor.
3. Wash filter in solvent. Dry with compressed air.
4. Install new gasket on fuel inlet fitting. Install fitting into
carburetor and tighten. Install fuel line.
CAUTION: DO NOT operate engine without cooling
water flowing thru water pump, or water pump
impeller will be damaged, and subsequent engine
damage may result.
5. Run engine and check for gasoline leaks.
Valve Adjustment
Hydraulic valve lifters require little attention. Lifters are
extremely simple in design, readjustments are not necessary
and servicing requires only that care and cleanliness are
exercised in the handling of parts. The best preventive
maintenance for valves is frequent changes of engine oil.
Cylinder Head Torque and Sequence
Cylinder head bolts are tightened in 3 progressive steps.
Torque all bolts in sequence and finally to 100 ft. on 351
engines and 70 ft. lb. on 302 engines.
Transmission
Fluid Type
Use only automatic transmission fluid type "A", suffix "A"
in this transmission. This fluid is trade named Dexron.
Change Frequency
Change transmission fluid once each year.
Maintaining Transmission Fluid Level
Transmission fluid level should be checked frequently and
fluid added if necessary. Level must be maintained between
the two marks on dipstick.
Maintain fluid level as follows:
1. Boat must be at rest in the water and engine running.
2. Turn dipstick "T" handle counterclockwise and remove
dipstick.
3. Wipe fluid off dipstick and set in position in
transmission fill hole.
4. Remove plug and note level indicated on dipstick. Add
fluid, if required, to bring level up to the top mark.
5. Reinstall dipstick and turn "T" handle clockwise to
tighten.
6. Shut off engine.
Transmission Information Plate
Transmission serial number is located on the transmission
case.
8

SPECIFICATIONS SECTION
Model 351/4 302/2, 302/4
Bore 4.00” 4.00”
Stroke 3.50” 3.00”
Cubic Displacement 351 cubic inches 302 cubic inches
Horsepower 240@4400 RPM 175@4400 302 2/V
220@4400 302 4/V
Intermittent Service 4400 4400
Continuous Cruise 3600 3600
NOTE: Do not cruise at high limits of above range unless propped to turn at or near maximum RPM's at full throttle.
Idle Speed, in forward gear 600 RPM 600 RPM
Timing 10 degrees BTC
@ 600 RPM
10 degrees BTC
@ 600 RPM or lower
Breaker Point Gap .018” .018”
Breaker Point Dwell 24 to 29 degrees 24 to 29 degrees
Spark Plug Gap .035 .035
Spark Plug Type*
*These numbers have been corrected
when copied from original document
Motorcraft BTF3M or
Autolite 124 or
Champion F10. 18MM
Motorcraft ARF32M or
Autolite 24 or
Champion RBL11Y. 14MM
Motorcraft BTF3M or
Autolite 124 or
Champion F10. 18MM
Motorcraft ARF32M or
Autolite 24 or
Champion RBL11Y. 14MM
Firing Order See engine identification tag* See engine identification tag*
Recommended Fuel Regular grade, leaded
93 octane minimum
(Research method)
Regular grade, leaded
93 octane minimum
(Research method)
NOTE: Low lead fuel of proper octane rating may be used intermittently. Unleaded fuel should not be used.
Recommended Oil – See Engine Lubrication Section for further information.
Engine 10W30 or 10W40
premium grade
10W30 or 10W40
premium grade
Warner Drives and
Vee Drives
Automotive Transmission
Fluid (ATF),
Type A, Suffix A. Dexron
Automotive Transmission
Fluid (ATF),
Type A, Suffix A. Dexron
Carburetor Holley 4 bbl 175 – 2 bbl Holley
220 – 4 bbl Holley
Fuel Pump Marine approved,
double diaphragm,
with safety sight tube
Marine approved,
double diaphragm,
with safety sight tube
Electrical System 12 Volt, Negative ground 12 Volt, Negative ground
WARNING: DO NOT reverse battery cables on battery terminals. DO NOT spark battery cables against terminals to
check polarity. Damage to charging system components may result if these precautions are not observed.
Alternator Marine approved, 35 AMP. Marine approved, 35 AMP.
Regulator Sealed solid state
transistorized
Sealed solid state
transistorized
Battery Recommended Marine type of
70 AMP. hr. minimum
Marine type of
70 AMP. hr. minimum
Oil Capacity 4 quarts and 1 for filter 4 quarts and 1 for filter
* L.H. Rotation
Firing Order
1-3-7-2-6-5-4-8 LC & LD
1-5-4-2-6-3-7-8 LE
R.H. Rotation
Firing Order
1-8-4-5-6-2-7-3 RC & RD
1-8-7-3-6-2-4-5 RE
9

Models – INBOARD 351/4 302/4 302/2
Models – VEE DRIVE 351/4 302/4 302/2
10

Maintenance Chart Weekly
After 1st
25 Hrs of
Operation
Every 50
Hours of
Operation
Every 100
Hours of
Operation
Once
Each
Year
Change Engine Oil (1) (1) (1) (1)
Replace Oil Filter ••••
Clean Oil Filler Cap •
Check Transmission Fluid Level •••
Change Transmission Fluid •
Check Sea Water Strainer
Clean Flame Arrestor ••
Clean Crankcase Ventilating System ••
Check Water Pump and Alternator Belts for Tension •••
Change Fuel Filter •
Check Fuel System Lines and Connections for Leaks •••
Clean Carburetor Fuel Inlet Filter ••
Clean Transmission Oil Strainer Screen •
Lubricate Distributor Cam
•
Inspect Breaker Points •
Check Condition of Spark Plugs •
Check Battery Electrolyte Level •••
Check All Electrical Connections •
•
Check Cooling System Hoses and Connections for
Leaks
•••
Tighten Engine Mount Fasteners •
Lubricate Throttle and Shift Linkage Pivot Points •
Check for Loose, Damaged or Missing Parts ••
Check Engine to Propeller Shaft Alignment •
•
The inspection and maintenance schedule, above, is based on average operating conditions in utility service. Under
severe operating conditions, intervals should shortened.
(1) Refer to Viscosity Chart.
(2) If engine overheats. Visually check. If clogged, clean out.
CYLINDER NUMBERING LOCATION GUIDE
L. H. ROTATION
FRONT
L. H. ROTATION
FRONT
FIRING ORDER
1-5-4-2-6-3-7-8
FIRING ORDER
1-8-7-3-6-2-4-5
11

ENGINE TROUBLESHOOTING
IMPORTANT: The following chart is a guide to aid you to find and correct minor engine malfunctions. If the
problem has not been corrected after following the guide, DO NOT attempt further repairs. See your
authorized P.C.M. Dealer
WARNING: Before attempting any checks or repairs, battery
cable MUST BE REMOVED from battery to prevent possible
personal injury or damage to equipment.
Trouble Cause What You Can Do About It
1. Starter won’t
turn engine.
A. Control lever.
B. Loose or corroded battery
connections.
C. Weak battery.
Make sure control lever is exactly in neutral.
Tighten cables on battery. If corroded, clean as described under
"Battery Maintenance".
Check level of electrolyte and refer to "Battery Maintenance".
2. Engine won’t
start or is hard
to start.
A. Empty fuel tank.
B. Tank vent clogged.
C. Shut-off valve closed.
D. Clogged fuel filter.
E. Choke not operating properly.
F. Engine flooded.
G. Fouled spark plugs or improper gap.
H. Cracked or dirty distributor cap or
rotor.
I. Poor connections or damaged
ignition wiring
Check fuel supply.
Make sure vent is free of obstruction.
Check valve to make sure it is open.
Inspect fuel filter. Replace, if necessary, as outlined under "Replac-
ing Fuel Filter".
Inspect carburetor choke linkage for any binding or obstructions.
Do not attempt to start engine for at least 5 minutes.
Inspect spark plugs. Clean or replace.
Inspect contacts and surfaces. Clean or replace.
Check wires for wear or breaks and tighten all loose connections.
3. Poor idling or
engine misses
while idling.
A. Choke not operating properly.
B. Corroded wire ends or distributor
cap towers.
C. Fouled spark plugs or improper gap.
D. Weak battery.
E. Cracked or dirty distributor cap or
rotor.
F. Loose spark plug wires.
Inspect carburetor choke linkage for any binding or obstructions.
Check wires and towers for corrosion. Clean or replace.
Inspect spark plugs. Clean or replace.
Check level of electrolyte and refer to "Battery Maintenance".
Inspect contacts and surfaces. Clean or replace.
Check both ends of each wire to ensure good contact to plug and
distributor cap.
4. Engine misses
on
acceleration or
at high speed
(loss of
power).
A. Fouled spark plugs or improper gap.
B. Cracked or dirty distributor cap or
rotor.
C. Poor connections or damaged
ignition wiring.
Inspect spark plugs. Clean or replace.
Inspect contacts and surfaces. Clean or replace.
Check wires for wear or breaks and tighten all loose connections.
5. Oil pressure
drop.
A. Low oil level.
B. Clogged oil filter.
Refer to "Maintaining Engine Oil Level".
Refer to "Draining Engine Oil and Replacing Oil Filter".
6. Engine
backfires.
A. Spark plug leads installed wrong. Make sure correct lead is installed on proper plug and proper
tower on distributor cap.
7. Alternator will
not charge or
has low output
A. Drive belt loose or broken.
B. Connections loose or dirty.
C. Unacceptable battery condition.
Refer to "Alternator Charging System".
Inspect connections for corrosion and tighten all loose connections.
Check level of electrolyte and refer to "Battery Maintenance".
8. Performance
loss and poor
acceleration.
A. Throttle not fully open.
B. Excessive bilge water.
C. Boat overloaded.
D. Tank vent clogged.
E. Clogged fuel filter.
F. Fouled spark plugs or improper gap.
Inspect cable and linkage for binding or obstruction.
Drain or pump water out of bilge.
Reduce load.
Make sure vent is free of obstruction.
Inspect fuel filter. Replace, if necessary, as outlined under "Replac-
ing Fuel Filter".
Inspect spark plugs. Clean or replace.
12

ENGINE LUBRICATION
Selecting Crankcase Oil and Change Intervals
Crankcase oil should be selected to give best performance
under the climatic and operating conditions prevalent in the
area in which the engine is operated. An oil, which will
provide adequate lubrication under high operating
temperatures, is required during warm or hot weather. An
oil, which will permit easy starting at the lowest atmospheric
temperature likely to be encountered, should be used during
colder months. When crankcase is drained and refilled,
crankcase oil should be selected on the basis of prevailing
temperature for period during which oil is to be used.
We recommend 10W30 or 20W40 or any good grade
automotive oil of correct viscosity which has an A.P.I.
classification of “SE”.
The following chart shows the recommended viscosity for
various temperature ranges and also the intervals at which
the oil should be changed.
After 25-Hour Break-In Period
Prevailing
Daytime
Temperature
API Classifi-
cation &
Viscosity
Oil & Oil Filter
Change
Intervals
0°F(-18°C) SAE 20W “SE” 25 hrs o
f
operation or 30
days
whichever
occurs first
32°F(0°C)to 90°F(32°C) SAE 30W “SE”
90°F (32°C) and Above SAE 40W ”SE”
50 hrs. o
f
operation or 60
days
whichever
occurs first
Engine Crankcase Capacity
The engine crankcase capacity is approximately 5 qts. With
new, dry oil filter. Because of the effect the installed angle
of the engine has on the oil level, different dipsticks are used
on some engines for 0°& 15°Installation angles. Be certain
the proper amount of oil is in the crankcase at all times. If
any question arises contact your PCM Dealer.
Oil Filter
A full-flow oil filter filters all of the oil delivered by the oil
pump and, for this reason, interval of cartridge change is
very important. Oil filter cartridge should be replaced after
the first 25 hours and every oil change thereafter and at end
of boating season.
Maintaining Engine Oil Level
It must be emphasized that every internal combustion engine
should use a certain amount of oil to act as a lubricating and
cooling agent, particularly during the break-in period, and
the initial rate of consumption gradually will decrease until it
becomes stabilized after approximately 100 hours operation.
The engine oil level should be checked frequently and oil
added when necessary.
When checking oil levels, the engine should be warm, the
boat must be at rest in the water, the dipstick pushed down to
the stop, and sufficient time (approximately 1 minute) must
be allowed for oil to drain back from the upper engine
cavities to the pan, or a false reading may be obtained.
The space between “Full” and “Add” marks represents one
quart, and it is not necessary to add oil unless the level is
near the “Add” mark.
Maintaining a proper oil level also is an important factor in
controlling oil consumption. An over-full crankcase will
allow oil to be splashed by the reciprocating parts onto the
cylinder walls in greater quantities than the rings can
control. This excess oil, subsequently, will be drawn into
the combustion chamber and burned.
On the other hand, when an engine is used principally at
slow speed conditions, where considerable crankcase
dilution occurs, a rapid lowering of the oil level may result
when the boat is operated for some distance at high speed.
This is due to the dilution from slow running which is
removed from the crankcase by the heat of high speed
operation. This is a normal condition and shoild not be
mistaken for excessive oil consumption.
Alternator
Under normal operating condition, alternator will not require
lubrication.
13

Starting Motor
Starting motor end frames are equipped with oil-less
bearings which do not require lubricant.
Distributor Lubrication
Distributor cap should be removed every 100 hours. Apply
small amount of Cam and Ball Bearing Lubricant or other
suitable high-melting-point, non-bleeding grease on
distributor cam surface and on distributors equipped with an
oil cup lubricate with engine oil.
WARNING: Removal of the Distributor Cap must be
accomplished by first loosening the screws which
clamp the Distributor Cap retaining clips into
place. Failure to loosen these screws and prying
the retaining clips loose could damage the cap
and/or destroy the ability of the cap to seal on the
distributor causing the distributor to become
vented and no longer sealed against possible
ignition of fuel fumes if present.
Ventilate engine compartment by opening engine
hatch or, if equipped with bilge blower, operate for
a sufficient amount of time to remove any gas
fumes from engine compartment.
Starting and Operating
A routine pre-starting procedure should always be carried
out before the first startup of the day.
1. Check oil in engine.
2. Inspect sight tube of fuel pump.
3. Check for gasoline fumes in bilges or engine
compartment.
4. Operate engine room blower for sufficient time to
remove any fumes.
5. Operate bilge pump until bilges are dry.
Other items to be inspected may exist, depending on the
nature of the boat. It is advisable to formulate a check list
containing all items relative to your boat, and follow it
faithfully.
Consult your local Coast Guard Auxiliary or Power
Squadron for full details on boating safety.
NOTE: Bilge blowers, bilge pumps, and other accessories
should not be connected to the ignition terminal or
ignition circuit. The engine is equipped with an
automatic choke which is opened by an electric
heating unit. If the ignition is on for one or two
minutes prior to starting, the choke will be open
and inoperative, and starting may be extremely
difficult.
BEFORE STARTING, BE SURE THE SHIFT
SELECTOR IS IN NEUTRAL. Models equipped with
Warner Velvet Drive transmissions, or Warner Vee Drives,
have a factory installed safety switch incorporated, which
prevents actuation of the starter unless the shift selector is in
neutral. Other models do not. Before starting a cold engine,
pump the throttle two or three times from closed to open to
closed. Open throttle slightly above the idle position, and
actuate starter. As soon as the engine starts, return the
throttle toward closed to establish the engine speed at 1200
to 1600 RPM's, and give the engine a short period to warm
up and smooth out. When all else is in readiness, reduce
speed to idle, shift into gear, and proceed normally.
IMPORTANT: Do not continue to operate
starter for more than 30 seconds without
pausing to allow starter motor to cool off for
2 minutes. This also will allow battery to
recover between starting attempts.
NOTE: Pumping the throttle should not be necessary with a
warm engine. A warm engine should start readily
with the throttle closed, by simply actuating the
starter.
14

During the warmup period, scan the instrument panel for
correct operation of all systems. Oil pressure should read 35
to 65 lbs. Water temperature should gradually increase to the
normal controlled level of 140-160 degrees on direct water
cooled models, 180-200 degrees on fresh water cooled
models. Alternator charge output should be indicated on the
ammeter by the needle indicating toward the (+) side of zero.
IF EQUIPPED WITH A VOLTMETER, THE VOLTAGE
SHOULD GRADUALLY RISE TO APPROXIMATELY
13.5 VOLTS, AND REMAIN THERE WHILE THE
ENGINE IS OPERATING.
Break In
DO NOT OPERATE AT SUSTAINED FULL THROTTLE
DURING THE FIRST 5 HOURS OF OPERATION.
DO NOT OPERATE AT HIGH RPM'S IN NEUTRAL.
After the engine is thoroughly warmed up, and the boat is
underway, open the throttle wide until full RPM's are
reached. DO NOT EXCEED MAXIMUM RPM. (RPM's
should cease climbing after 10 to 20 seconds.) Reduce
throttle to 2,800 to 3,000 RPM, and cruise at or below the
speed for 1/2 hour. Reduce speed to idle, open throttle wide,
and operate at that speed for approximately 1 minute; reduce
to cruise throttle for a few minutes and repeat. (Bringing the
engine from idle speed to full throttle will load the engine
and assist in seating the piston rings.) This cycle can be
repeated from time to time during the first 5 hours of
operation, but full throttle should not be sustained for more
than 1 to 2 minutes.
FOLLOW THE PROCEDURE ONLY WHEN
CONDITIONS ARE SUCH THAT IT CAN BE DONE IN
COMPLETESAFETY.
DO NOT ATTEMPT TO BREAK IN AN ENGINE BY
PROLONGED IDLING OR RUNNING IN AT THE
DOCK.
During the early part of the break in period, correct propeller
selection can be confirmed. (With a normal load aboard, the
engine RPM's should reach, but not exceed, maximum
RPM's as listed under specifications for your model.)
During the break in, water temperature should be watched
carefully, and speed reduced if overheating becomes evident.
15

HOLLEY CARBURETOR
The following description covers a sample Holley Carburetor. The carburetor on your engine may look different from the
illustrations but the carburetor functions exactly the same way. Carburetor service demands particular care in cleanliness and
precise adjustments. If you are not equipped with the proper knowledge, tools and equipment it is recommended that you have a
knowledgeable dealer repair any and all carburetor malfunctions.
Description and Operation
The carburetor is a downdraft two-stage carburetor. The
carburetor contains a primary power system or power valve
located within the primary metering block only.
The primary stage of the carburetor contains a fuel bowl,
metering block, and an accelerating pump assembly. The
primary barrels each contain a primary and booster venturi,
main fuel discharge nozzle, throttle plate, and an idle fuel
passage. The choke plate mounted in the air horn above the
primary barrels, is automatically controlled by an electric
choke mechanism.
The secondary stage of the carburetor contains a fuel bowl, a
metering body and the throttle operating diaphragm
assembly. The secondary barrels each contain a primary and
booster venturi, idle fuel passages, a transfer system a main
secondary fuel discharge nozzle, and a throttle plate.
A fuel inlet system for both the primary and the secondary
stages of the carburetor provides the fuel metering systems
with a constant supply of fuel. In addition, a carburetor
automatic choke system provides a means of temporarily
enriching the fuel mixture to aid in starting and operating a
cold engine.
16

CARBURETOR PROBLEM DIAGNOSIS
Flooding or Leaking
Carburetor
Cracked carburetor body, or fuel bowl.
Defective main body and/or bowl gasket(s).
High fuel level or float setting.
Fuel inlet needle not seating properly or
worn needle and/or seat.
Ruptured accelerating pump diaphragm.
Excessive fuel pump pressure.
Defective power valve gasket.
Ruptured power valve diaphragm.
Loose fuel inlet needle valve seat or seat
gasket damaged or missing.
Sticking and/or restricted float operation.
Float tab surface rough.
Dirt or foreign material in fuel holds float
needle valve open.
Hard Starting
Incorrect setting of choke thermostatic
spring housing.
Improper starting procedure, causing a
flooded engine.
Improper carburetor fuel level.
Improper idle adjustments.
Sticking or incorrectly seating fuel inlet
needle.
Incorrect fuel pump pressure.
Improper carburetor gasket and/or spacer
combination.
Choke linkage or plate binding.
Binding or broken manual choke linkage.
Restrictions or air leaks in the choke
vacuum or hot air passages.
Dirty air cleaner element.
Stalling
ENGINE HOT OR COLD
Incorrect idle fuel mixture.
Engine idle speed too slow (fast or cold idle
adjustments).
Dirt, water or ice in fuel filter.
Positive crankcase ventilation system
malfunctioning or restricted.
Fuel lines restricted or leaking air.
Fuel tank vent restricted.
Leaking intake manifold or carburetor
gaskets.
Carburetor icing (cold, wet or humid
weather).
Incorrect throttle linkage adjustment to
carburetor.
Clogged air bleeds or idle passages.
Defective fuel pump.
Excessive looseness of throttle shaft in
bore(s) of throttle body.
Rough Idle
Improperly adjusted idle mixture screw.
Throttle plates and/or throttle shaft bent or
damaged. Throttle plates misaligned.
Positive crankcase ventilation system
malfunctioning or restricted.
Idle adjusting needle(s) grooved, worn or
otherwise damaged.
Idle air bleeds restricted.
Idle air or fuel passages restricted.
Idle discharge holes not in proper relation
to throttle plate(s).
Excessive dirt in air cleaner.
High or low fuel level or float setting.
Fuel inlet needle not seating properly, or
worn needle or seat.
Power valve leaking.
Restricted air bleeds.
Plugged idle fuel channel restrictor.
Air leak at carburetor mounting intake
manifold gasket.
Plugged main metering jet.
Accelerating pump discharge ball check or
needle and/or weight not seating
properly.
Fuel pump pressure too low, or excessive.
Fuel siphoning from secondary main fuel
system.
Restriction in main fuel passage.
Air leak below carburetor or at intake
manifold gasket.
Poor Acceleration
Poor acceleration complaints fall under one
of three headings: the engine is sluggish
on acceleration, the engine stalls when
accelerated, or the engine hesitates or
develops a flat spot when accelerated.
Poor acceleration is caused by either an
excessively lean or rich mixture on
acceleration and/or defects or improper
adjustments in the ignition system.
A Lean Mixture on Acceleration Can Be
Caused by:
Incorrect accelerating pump stroke
adjustment.
Accelerating pump diaphragm defective.
Low fuel pump pressure.
Sticking fuel inlet needle.
Low fuel level or float setting. Restriction in
main fuel passage.
17

CARBURETOR PROBLEM DIAGNOSIS
Poor Acceleration
(cont.)
Air leak between the carburetor and
manifold caused by loose mounting
bolts or defective gasket.
Air leak at the throttle shaft caused by a
worn throttle shaft.
Accelerating pump fuel inlet valve not
seating on acceleration.
Restriction in the accelerating pump
discharge passage.
Accelerating pump discharge valve ball
check or weight not coming fully off its
seat, or failing to seat properly on the
reverse stroke of the pump diaphragm.
Air leak at the accelerating pump cover
caused by a defective gasket or
warped pump cover.
Defective power valve spring.
Defective secondary diaphragm.
Air leak where secondary vacuum pick-up
tube fits into air horn, between air horn
and main body, or between the
secondary diaphragm housing cover
and housing.
Secondary throttle plates wedged in
barrels.
Bent secondary throttle shaft.
Secondary throttle plates operating rod
binding, or disconnected from
secondary diaphragm or secondary
throttle lever.
Secondary vacuum passage ball check
stuck on its seat.
Secondary vacuum probe restricted or not
properly positioned.
Restricted secondary fuel passages.
Power valve stuck.
A Rich Mixture on Acceleration Can Be
Caused by:
Broken power valve spring.
Stuck or improperly adjusted secondary
throttle air plates.
High fuel level or float setting.
Fuel inlet needle not seating properly or
worn needle and/or seat.
Malfunctioning automatic choke.
Excessively dirty air cleaner.
Incorrect accelerating pump stroke
adjustment.
Power valve leakage.
Restricted air bleeds.
Worn or damaged main metering jet.
Excessive fuel pump pressure.
Inconsistent Engine
Idle Speed
Fast idle screw contacting low step of cam
at curb idle.
Incorrect throttle linkage adjustment to
carburetor.
Binding or sticking throttle linkage or
accelerator pedal.
Sticking carburetor throttle shaft.
Excessive looseness of throttle shaft in
bores of throttle body.
Sticking fuel inlet needle.
Defective power valve or gasket.
Air leak at carburetor mounting or intake
manifold gasket.
Automatic Choke
Slow Warm-Up, on
Too Often or Long
Thermostatic choke setting too rich.
Choke linkage sticking or binding.
Incorrect choke linkage adjustment.
Choke plate misaligned or binding in air
horn.
Surging (Cruising
Speeds to Top Speeds)
Clogged main jets.
Improper size main jets.
Low fuel level or float setting.
Clogged filter or filter screen.
Defective power valve or gasket.
Distributor advance incorrect.
Low fuel pump pressure or volume.
Reduced Top Speed
Excessive dirt in air cleaner.
Improper size or obstructed main jets.
Float setting too high or too low.
Fuel pump pressure or volume too high or
too low.
Power valve spring weak, or power valve
restricted.
Restricted air bleeds.
Restriction in main fuel passages.
Throttle plates not fully open.
Faulty choke operation.
Improper throttle linkage adjustment.
Air leak where secondary vacuum pick-up
tube fits into air horn and main body,
or air leakage between the secondary
diaphragm housing cover and housing
or the air horn mounting gasket.
Secondary diaphragm return spring too
stiff.
Secondary throttle plates wedged in
barrels.
Bent secondary throttle shaft. Secondary
throttle plate operating rod binding.
Secondary vacuum passage ball check
sticking on its seat. Secondary damper
linkage sticking. Distributor advance
incorrect.
18