Westerbeke ATOMIC 4 User manual

ATOMIC 4
OPERATION AND
MAINTENANCE
MANUAL
PART NUMBER
200156
jJ~ 'WESTERBEKE
WESTERBEKECORPORATION
~ MYLES STANDISH INDUSTRIAL PARK
150 JOHN HANCOCK ROAD, TAUNTON, MA 02780-7319

ATOMIC 4
OPERATION AND
MAINTENANCE
MANUAL
PART NUMBER
200156
jJ~ 'WESTERBEKE
WESTERBEKECORPORATION
~ MYLES STANDISH INDUSTRIAL PARK
150 JOHN HANCOCK ROAD, TAUNTON, MA 02780-7319

INSTALLATION, OPERATION
and
MAINTENANCE INSTRUCTIONS
for
UNIVERSAL
MARINE
ENGINES
BLUE JACKET TWIN, ATOMIC FOUR, UTILITY FOUR, SUPER-FOUR,
UNIMITE FOUR, ARROW (SIX), BLUEFIN (SIX), MARLIN (SIX),
. TARPON (SIX), KNIGHT (SIX), LITTLE KING V-8 and
BIG KING V-8 MODELS
MARINE ENGINE WARRANTY
PRODUCT WARRANTY
SELLER WARRANTS ALL PRODUCTS AND PARTS OF ITS O~~ MANUFACTURE AGAINST
DEFECTS IN MATERIAL OR WORKMANSHIP FOR A PERIOD OF ONE (1) YEAR FROM
DATE OF SHIPMENT WHEN GIVEN NORMAL AND PROPER USAGE AS DETERMINED BY
SELLER UPON EXAMINATION, AND WHEN OWNED BY THE ORIGINAL PURCHASER.
COMPONENTS PURCHASED BY SELLER AS COMPLETE UNITS AND USED AS AN INTEGRAL
PART OF SELLERS EQUIPMENT WILL BE COVERED BY THE STANDARD WARRANTY OF
THE MANUFACTURE THEREOF. SELLER WILL REPAIR OR REPLACE F.O.B. ORIGINAL
SHIPPING POINT (BUT NOT INSTALL) ANY PART OR PARTS OF ITS MANUFACTURE
WHICH, IN ITS JUDGMENT, SHALL DISCLOSE DEFECTS IN EITHER MATERIAL OR
WORKMANSHIP. IF REQUESTED BY SELLER, PARTS FOR WHICH A WARRANTY CLAIM
IS MADE ARE TO BE RETURNED TRANSPORTATION PREPAID TO OUR FACTORY.
THIS WARRANTY BECOMES VOID IF ARTICLE CLAIMED TO BE DEFECTIVE HAS BEEN
REPAIRED OR ALTERED IN ANY WAY OR WHEN THE ARTICLE HAS BEEN SUBJECT
TO MISUSE, NEGLIGENCE OR ACCIDENT OR WHEN INSTRUCTIONS FOR INSTALLING
OR OPERATING HAS BEEN DISREGARDED. WE MAKE NO OTHER WARRANTY, EXPRESS
OR IMPLIED, AND MAKE NO WARRANTY OF MERCHANTABILITY OR OF FITNESS FOR
ANY PARTICULAR PURPOSE, AND THERE ARE NO WARRANTIES WHICH EXTEND BEYOND
THE DESCRIPTION ON THE FACE HEREOF. NO EMPLOYEE OR REPRESENTATIVE IS
AUTHORIZED TO CHANGE THIS WARRANTY IN ANY WAY OR GRANT ANY OTHER WARRANTY.
THE REMEDIES HEREINABOVE AFFORDED TO THE PURCHASER ARE EXCLUSIVE OF
ALL OTHER REMEDIES PROVIDED BY LAW. SELLER SHALL NOT BE LIABLE FOR
INDIRECT OR CONSEQUENTIAL DAMAGES WHERE THE LOSS SUSTAINED IS OF A
COMMERCIAL NATURE.
PRODUCT IMPROVEMENTS
THE MANUFACTURER RESERVES THE RIGHT TO MAKE PRODUCT IMPROVEMENTS AT ANY
TIME WITHOUT TAKING RESPONSIBILITY OR OBLIGATION TO MAKE SIMILAR CHANGES
OR ADD SIMILAR IMPROVEMENTS ON ANY ENGINES DELIVERED PRIOR TO THOSE
CHANGES.

WARRANTY REGISTRATION
ENCLOSED WITH EACH ENGINE IS A WARRANTY REGISTRATION CARD. THIS CARD
MUST CONTAIN THE OWNER'S NAME, ADDRESS, SERIAL NUMBER OF THE ENGINE,
V-DRIVE AND REVERSE GEARS AND RETURNED TO MEDALIST BEFORE THE WARRANTY
BECOMES EFFECTIVE. THIS WARRANTY REGISTRATION MUST TAKE PLACE WITHIN
24 HOURS AFTER RECEIPT OF THE ENGINE.
WARRANTY EXCLUSIONS
THE FOLLOWING SERVICES AND EQUIPMENTS WILL NOT BE REIMBURSED UNDER
THE WARRANTY:
1. REPAIRS DUE TO NEGLECT, MISUSE, IMPROPER APPLICATION, ACCIDENT,
RACING AND INSTALLATIONS THAT DO NOT MEET MINIMUM STANDARDS AS
SET FORTH IN THE INSTRUCTION MANUAL.
2. TUNEUP OR ADJUSTMENT EXPENSES NEEDED FOR CLEANING OF FUEL SYSTEM
COMPONENTS DUE TO CONTAMINATION.
3. DAMAGE OR LOSS TO PERSONAL PROPERTY, LOSS OF REVENUE, TOWING
CHARGES, STORAGE FEES, FUEL AND TELEPHONE CALLS.
4. DAMAGES OR LOSSES RELATED TO HANDLING AND SHIPPING.
5. EXPENSES RELATED TO REPLACEMENT OF LUBRICANTS, ANTI-FREEZE OR
SPECIAL ADDITIVES.
6. FAILURE DUE TO NOT FOLLOWING RECOMMENDED MAINTENANCE SCHEDULES.
7. ALL TRANSPORTATION CHP~GES WILL BE THE OBLIGATION OF THE OWNER,
SUCH AS FREIGHT, TRAVEL TIME, AND TOLLS.
8. WARRANTY ITEMS RETURNED TO THE FACTORY COLLECT WILL BE BILLED TO
THE SHIPPER.
WARRANTY AUTHORIZATION
PRIOR AUTHORIZATION IS REQUIRED FROM THE FACTORY \~ERE COMPLETE REPLACE-
MENT OR OVERHAULING OF THE FOLLOWING IS NECESSARY:
1. COMPLETE ENGINE ASSEMBLY
2. CYLINDER HEADS OR ENGINE BLOCK.
3. I~INE REVERSE GEAR OR V-DRIVE.

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TABLE
OF
CONTENTS
SECTION I
GENERAL INFORMATION
Title
Introduction
Factory Preparation for Shipment
Treatment of Engine on Arrival
Engine Rotation
Engine Identification
SECTION II
INSTALLATION
Preparation for Installation
Installing the Propeller Shaft
Installing Engine Stringers and Beds
Aligning the Engine
Exhaust Piping
Cooling Water System
Th~rmostat and By-Pass Valve
Fuel System
Electrical System
Finishing the Job
V-Drive Installation
Special Equipment
Engine Scale Drawings
SECTION III
OPERATION
Preliminary Checks
Starting Electric Starting Models
i
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2
2
4
5
7
8
9
9
10
11
12
12
13
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21
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33

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TABLE OF CONTENTS (Cont.)
Title
Stopping Engine
Break-In
Starting Magneto Models
Starting FUel Oil-Kerosene Models
Operation of Standard Reversing Gear
Operation of Hydraulic Reversing Gear
Cold Weather Operation
Preparing Engine for Storage
SECTION IV
THEORY OF OPERATION
General Theory of Operation
Theory of Ignition Systems
Lubrication System
Fuel System
Cooling System
Reversing Gears
Reduction Gears
SECTION V
PERIODIC SERVICE
General
Pre-operational Check
Fifty Hour Cbeck
One HUndred Hour Check
One Hundred Fifty Hour Cbeck
Twice a Season Cbeck
Once a
Season Check
Three Thousand Hour Check
ii
34
36
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J7
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4·1
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45

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TABLE OF CONTENTS (Cont.)
SECTION VI
MAINTENANCE
Title
Distributor Maintenance
Timing Procedure
General Maintenance
starter Maintenance
Magneto Maintenance
Carburetor ~mintenance
Valve ~appet Adjustment
Reversing Gear Adjustment - Joes Models
Reversing Gear Adjustment - Paragon Manual
Reversing Gear Adjustment - Paragon Hydraulic
Sta-Nu-Tral Manual Transmission
Oil Pressure Regulator Adjustment
Spark Plug Maintenance
Fuel Pump Maintenance
Maintenance of V-Drive Units
Repair Parts Kit
SECTION VII
TROUBLE SHOOTING
Trouble Shooting Procedures
Major Repairs
Conclusion
Index
SECTION VIII
REPAIR
SECTION IX
INDEX
iii
Page
45
46
47
48
49
50
54
54
54
55
56
56
57
58
59
60
60
64
64

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No.
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20
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23 -59
LIST
OF
ILLUSTRATIONS
Description
Location of Underwater Gear
Method of Locating Shaft Hole
Shaft Log
Method
of Drilling Shaft Hole
Photo of Drilling Operation
Photo of Engine Stringers
Engine Bed Construction
Photo of Exhaust Piping
Method of Cooling Water Discharge
Suggested Battery Installation
Methods of Engine Temperature Control
Typical Shaft Location
Wedge Sizes
Drill Block Details
Typical Bed, Stringer and Steering Set-Up
Typical V-Drive Layout
Photo of Typical V-Drive Installation
Photo of 3-Unit Instrument Panel
5-Uni,t Instrument Panel
Wiring Diagram - 3-Unit Panel
Wiring Diagram - 5-Unit fanel
Wiring Diagram - Std. 12 Volt and 12 Volt 24 Amp.
Installation Drawings
iV
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-32

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No.
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71
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74
75
76
77
LIST OF ILLUSTRATIONS (Cont.)
Description
Distributor Body
Sanding Distributor Brushes
Bendix Drive
Magneto -American Bosch
Magneto -
Fairbanks-Morse
Carburetor - 63M and 263M Series
Carburetor - 61M Series
Carburetor - Adjustments
Carburetor - Adjustments
Valve Tappet - Adjustment
Reverse Gear - Adjustment - Joes Model
Reverse Gear - Cam Adjustment - Joes Model
Sta-Nu-Tral - Reverse Gear
Reverse Gear - Adjustment - Paragon
Oil Pressure Regulator - Adjustment
Oil Pressure Regulator - Adjustment
Fuel Pump
v
45
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52
52
53
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56
57
57
57
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Table
No.
1
2
3
4
5
6
7
8
9
10
11
LI ST
OF
Description
General Engine Data
Installation Data
Electric System Wire Sizes
Lubrication Requirement Data
Fuel Oil Specifications
Trouble Shooting Procedures
Valve and Piston Data
Torque ~Vrench Tensions
Bearing Data
Spark Plug Data
Valve Timing
vi
TABLES
3
16
17
35
36
60
65
65
65
58
65

SECT ION I
GENERAL INFORMATION
1. INTRODUCTION
This instruction book gives general
instructions for the installation,
oper'ation and maintenance of all cur-
rent production models of UNIVERSAL
and former NORSEMAll. models listed on
title page. Instructions througbout
the book generally pertain to all of
the models listed. When specific
differences occur, the model or mo-
dels to which the instructions per-
tain will be referred to directly.
a. Marine engine requirements differ
radically from those of the automo-
bile. This fact was recognized as
far back as 1898 when the founders
of the Universal Motor Company con-
ceived and built the first 100%
marine engine. Through tbe years, as
model after model was designed, ex-
clusively for marine service, im-
provements and refinements bave been
continually added. Today Universal
is tbe world's largest builder of
100% Mar ine Engines.
b. To provide for the more severe
service that mar ine engines encounter
in use, Universal has pioneered many
advancements. These include larger
water jackets, with water supplied
to all cylinders in equal quantities
and at even temperature; water jacket
clean-out plate; corros ion-res istant
metals; built-in, not attached, re-
verse and reduction gears; oil
coolers; and gear-type water pumps
of non-corroding construction.
c. Universal engines have many ex-
clusive features not found in other
marine engines -- features you will
come to appreciate more and more as
you become familiar and experienced
wi th your Universal. Each one is de-
signed to assure long, dependable
and economical service afloat.
d. Every modern facility is employed
in building these marine engines.
Yet metals will wear, and as time
goes on, certain adjustments will
be necessary. It is, tberefore, the
purpose of this book to show you the
"wby" and "bow" of operation and
maintenance. A reasonable amount of
care will assure your complete sa-
tisfaction.
2. FACTORY PREPARATION FOR SHIP}lliNT
a. Each Universal built engine is
run on its own power from idle speed
to full throttle. Each is checked
for oil leaks, water leaks, oil
pressure, and all otber conditions
which will assure the engine opera-
ting satisfactorily when installed.
All adjustments are made during test
and are undisturbed when the engine
is shipped.
b. Run-in lubricating oil is drained
from the oil pan, all openings sealed
and the engine painted with special
marine paint.
c. Special rust preventive oil,
drawn into the engine through the
spark plug openings, gives a rust
resisting coating to valves, pistons
and cylinder walls. This prevents
corrosion within the engine durin€
shipment and storage.
d. Heavy frame shipping skids and
crates insure the customer receiving
the engine in excellent condition
and ready for installation and
operation.
3. TREATMENT OF ENGINE ON ARRIVAL
Before installing a new engine
make a complete inspection of the
engine for damaged or loose parts.
New gaskets tend to compress so it
is wise to check all accessible
-1- nuts and bolts for tigbtness. The

is wise to check all accessible
nuts and bolts for tightness. The
various tags and decals attached to
the engine contain important informa-
t ion which should be carefully noted.
4. ENGINE ROTATION
Engines designated as standard
rotation use a right hand propeller
in all types and gear ratios with
only two exceptions, and these are
the reduction gear models of the
Utility Four and Super-Four series.
These two models utilize external
type reduction gears which change
the rotation and they therefore
-2-
use left hand propellers. Opposite
rotation engines are available in
all of the six and eight cylinder
series and in every case utilize a
left hand propeller.
5. ENGINE IDENTIFICATION
Each engine bears a name plate
indicating the engine model desig-
nation and the individual engine's
serial number. The combination of
the model designation and the ser-
ial number constitutes positive
identification of the engine. It
is, therefore, very essential that
you use this identification every
time you request information about
your engine or order parts.

No.
of
Model HP
Cyl. Bore Stroke
Blue Jacket Twil AFT
12 2 3"
3-1/2"
AFTL
12 2
3"
3-1/2"
Atomic Four
UJ
30 4 2-9/16" 3-1/8"
UJR
30 4 2-9/16"
3-1/8"
UJ-VD
30 4
2-9/16"
3-1/8"
--
_._ .. _.
------
r-------
Ut il i ty Four BN
25
4
2-3/4" 4"
BNM
25
4
2-3/
4" 4"
BNR
25
4
2-3/
4" 4"
BNMR
25
4
2-3/4"
4"
Unimite Four HF
70 4 3-1/4"
4-1/4"
HFR
70 4 3-1/4"
4-1/4"
HF-VD
70
1+
3-1/4"
4-1/4"
Super-Four LSG
55 4 3-1/
4" 4-1/2"
LSGR
55 4
3-1/4
11
4-1/2"
Arrow 230 100 6
3-7/16"
4-1/8"
231 100 6
3-7/16"
4-1/8"
232 100 6 3-7/16"
4-1/8"
233 100 6 3-7/16"
4-1/8"
234 100 6 3-7/16"
4-1/8"
Bluefin
SY230
113 6
3-7/16"
4-1/8"
SY231
113 6
3-7/16"
4-1/8"
SY232
113 6 3-7/16" 4-1/8"
SY230P
113 6 3-7/16"
4-1/8"
SY231P
113 6 3-7/16"
4-1/8"
SY232P
113 6
3-7/16"
4-1/8"
VSY230P
113 6 3-7/16"
4-1/8"
Marlin
320 110 6 4"
4-1/4"
321 110 6 4" 4-1/4"
322 110 6 4"
4-1/4"
323 110 6 4"
4-1/4"
324 110 6 4"
4-1/4"
Tarpon
Y330
140 6 4"
4-1/4"
Y330P
140 6 4" 4-1/4"
Y331P
140 6 4"
4-1/4"
Y332P
140 6 4"
4-1/4"
Y333P
140 6 4"
4-1/4"
330 140 6 4"
4-1/4"
331 140 6
4" 4-1/4"
332 140 6
4" 4-1/4"
333 140 6
4"
4-1/4"
334 140 6
4" 4-1/4"
Knight
Y350
165 6 4" 4-1/2"
Y350P
165 6 4" 4-1/2"
Y351P
165 6 4" 4-1/2"
Y352P 165 6 4" 4-1/2"
Y353P
165 6 4" 4-1/2"
350 165 6
4" 4-1/2"
351 165 6
4" 4-1/2"
352 165 6
4" 4-1/2"
353 165 6
4" 4-1/2"
354 165 6
4" 4-1/2"
Little King LEV 188 V8
3-7/8"
3"
LEV15
188 v8
3-7/8" 3"
LEV20
188 v8
3-7/8"
3"
LEV25
188
va
3-7/8"
3"
LEVH 188 v8 3-7/8"
3"
LEVH15
188 v8
3-7/8" 3"
LEVH20
188
v8
3-7/
8"
3"
LEVH25
188 v8 3-7i8"
3"
Big King NXEV 277 v8
4.3"
3.7"
NKEV25
277 v8 4.3"
3.7"
Table 1-
GENERAL DATA
Piston
Max.
Reduction
Disp. Engine Gear
Cu. In.
RPM Ratie..
49.5
2200 ---
49.5
2200 ---
6'+.46 3500 ---
64.46
3500
2:1
64.46
3500 1:1,
1.29 :1,
1. 67: 1,2: 1
95
2200 ---
95
2200 ---
95 2200
2.28:1
95
2200 2.28:1
141 3500 ---
141 3500 2:1
141 3500 1:1,1.29:1
1.67:1,2:1
149.3 3000 ---
149~3
3000
2.28:1
230 3200 ---
230 3200
1.88:1
230 3200
2.44:1
230 3200
3·32:1
230 3200
4.12: 1
230 3500
---
230 3500
1.5: 1
230 3500
2:1
230 3500
---
230 3500
1.5:1
230 3500
2:1
230 3500
1:1,1.5:1,
2:1
320 2500 ---
320 2500
1.88:1
320 2500
2.44:1
320 2500
3.32:1
320 2500
4.12:1
320 3000
---
320 3000 ---
320 3000
1.5: 1
320 3000
2:1
320 3000
2.5: 1
320 3000
---
320 3000
1.88: 1
320 3000
2.44:1
320 3000 3.32:1
320 3000
4.12: 1
340 3300
---
340 3300
---
340 3300
1.5:1
340 3300
2:1
340 3300
2.5:1
340 3300
-.,..-
340 3300
1.88:1
340 3300
2.44:1
340 3300 3.32:1
340 3300
4.12:1
283 4000 ---
283 4000
1.5:1
283 4000
2:1
283 4000
2.5:1
283 4000
---
283 4000
1.5: 1
283 4000
2:1
283 4000
2.5: 1
430 4000 ---
430 4000
2.5:1
-3-
Standard
Propeller
Rotat ion
R.H.
R.H.
R.H.
R.H.
il.H.
R.H.
R.H.
L.H.
L.H.
R.H.
R.H.
R.H.
R.H.
L.H.
R.H.
R.H.
R.H.
R.H.
R.H.
R.H.
R.H.
R.H.
R.H.
R.H.
R.H.
R.H.
R.H.
R.H.
R.H.
R.H.
R.H.
R.H.
R.H.
R.H.
R.H.
R.H.
R.H.
R.H.
R.H.
R.H.
R.H.
R.H.
R.H.
R.H.
R.H.
R.H.
R.H.
R.H.
R.H.
R.H.
R.H.
R.H.
R.H.
R.H.
R.H.
R.H.
R.H.
R.H.
R.H.
R.H.
R.H.
Reversing Standard
Standard
Gea1:' Ignition Coupling
Manual Magneto
7/8"
Manual 6
V. Elec.
7/8"
Manual 6 V.
Elec.
7/8"
Manual 6 V. Elec.
1-1/8"
Manual 6 V. Elec.
7/8" & 1"
Manual 6 V. Elec.
7/8"
Manual Magneto
7/8"
Manual 6 V.
Elec.
1-1/8"
Manual Magneto
1-1/8"
Manual 6 V. Elec.
1"
Manual 6 V. Elec.
1-1/4
11
Manual 6
V. Elec.
7/8"& 1"
Manual 6 V.
Elec.
1"
Manual 6
V. Elec.
1-3/8"
Manual
12 V. Elec.
1"
Manual
12 V. Elee.
1-1/8"
Manual 12 V.
Elee.
1-1/4"
Manual 12 V. Elee.
1-3/8"
Manual 12 V.
Elee.
1-1/2"
Manual 12 V. Elee.
1"
Manual 12 V. Elee.
1-1/8"
Manual 12 V. Elec.
1-114"
Hydraulic 12 V. Elec.
1"
Hydraulic
12 V. Elec.
1-1/8"
Hydraulic 12 V. Elec.
1-1/4"
Hydraulic
12 V. Elee.
1 to 1-1/4"
Manual 12 V. Elec.
1-1/8"
Manual
12 V. Elee.
1-1/4"
Manual
12 V. Elec.
1-3/8"
Manual 12 V. Elec.
1-3/4"
Manual
12 V. Elec.
2"
Manual
12 V. Elee.
1-1/8"
Hydraulic 12 V. Elec.
1-1/8"
Hydraulic 12 V. Elee.
1-1/4"
Hydraulic
12 V. Elee.
1-3/8"
Hydraulic 12 V. Elec.
1-1/2"
Manual 12
V. Elee.
1-1/4"
Manual 12 V. Elec.
1-3/8"
Manual 12
V. Elec.
1-1/2"
Manual 12 V.
Elee.
1-3/
4"
Manual 12 V. Elee.
2"
Manual 12 V. Elec.
1-1/8"
Hydraulic
12 V.
Elec.
1-1/8"
Hydraulic
12 V. Elce.
1-1/2"
Hydraulic 12 V. Elec.
1-1/2"
Hydraulic
12 V. Elec.
1-3/4"
Manual 12 V. Elec.
1-1/4"
Manual 12
V. Elee.
1-1/2"
Manual 12 V. Elee.
1-3/
4"
Manual 12 V.
Elec.
2"
Manual 12
V.
Elec.
2-1/4"
Manual 12
V.
Elee.
1"
Manual 12 V. Elee.
1-1/4"
Manual 12 V. Elee.
1-1/4"
Manual
12 V.
Elee.
1-1/4"
Hydraulic 12 V. Elee.
1"
Hydraulic
12 V.
Elee.
1-1/4"
Hydraulic
12 V. Elee.
1-1/4"
Hydraulic
12 V.
Elee.
1-1/4"
Hydraulic 12 V. Elee.
1-1/4"
Hydraulic 12 V. Elee.
1-1/2"

SECT ION II
INSTALLATION
1. PREPARING FOR INSTALLATION
Remember that as much of the work
of installing an engine takes place
under and around the boat as inside.
Provide plenty of room. Remember,
too, that the boat and the engine
amount to a considerable weight and
all blocking must be strong enough
to support this weight plus that of
the people working in the boat.
As the first step, shore up the boat
until tbe bull is approximately
three feet off tbe floor. For most
small boats, a three-point suspen-
sion will be sufficient. Blocking
should be placed about six feet
abaft tbe bow and at each corner of
the transom. Tbis type of blocking
will give adequate support and at
the same time leave tbe stern sec-
tion free of obstruction. On larger
boats,extra blocking sbould be used
along tbe keel.
Tbe next step in tbe procedure is
determining tbe location and angle
of the shaft hole. A number of
things must be considered before
tbis can be establisbed.(See Fig.l)
The width of tbe rudder, size of
the propeller, and the clearance
between the propeller and tbe bot-
tom of the boat (minimum 2").
Clearance between tbe rudder and
tbe propeller sbould not be less
tban 4", and room to allow removal
of the propeller witbout first re-
Fig.l Location
of Underwater Gear
moving
the rudder is more satisfac-
tory. It is, of course, also neces-
sary to know the exact location of
tbe engine and tbe manufacturer's
recommended maximum and mInImum
angles of engine operation.
If full scale drawings of the boat
are available, locating tbe sbaft
bole and establishing the angle is
simple. It is only necessary to lay
down a full-sized profile in some
convenient spot and place over this
drawing full-size cutouts of the
engine,rudder and propeller in their
proper places. Tbe cutout for the
propeller need only be an oblong of
cardboard with tbe center carefully
marked. Tbe length sbould equal tbe
diameter, and. tbe widtb, tbe pitcb
divided by tbe number of blades. For
example, a 12 x 12 propeller would
be represented by a piece 12" long
and 4" wide for a three-blade prop
and 6" wide for a two-blade. Tbe
engine cutout should be a fairly
accurate reproduction of the lower
balf of the engine with the sbaft
centerline clearly marked. This
sbould be drawn witb care on a large
piece of paper using tbe dimensions
given on tbe engine scale .. drawing.
With the rudder and propeller fac-
similes in place and proper clear-
ance accounted for, the cutout of
tbe engine is then moved about un-
til tbe centerline of tbe shaft
lines up with tbe centerline of tbe
propeller, and tbe spot and angle
wbere this line passes througb tbe
keel carefully noted. The position
of tbe engine is then carefully
cbecked to be sure there is suffi-
cient clearan~e between it and tbe
bottom of tbe boat and tbat tbe angle
of tbe engine does not exceed tbe
recommended operating angle (5 to
14 degrees in most engines). The
-4-

A
~~~- -----
_ - ----:c-- -:: __ -::;.::----=---
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I .
~prNOFNtIG'N&
6~~()W~r
Fig.2 :Method of Locating Sbaft Hole
engine must be lined up eitber by
raising or lowering it or changing
the angle. Do not move the engine
fore-or-aft from its previously
determined location.
If full scale drawings of the boat
are not available, another simple
method of locating this spot is to
lay a length of 1 x 4 lumber from
the center of the transom forward to a
spot well beyond the determined en-
gine 10cation.(See Fig.2). Tempora-
r i
ly prop this str ip (A) in place so
it is roughly parallel to the keel.
To this,and at a right angle to it,
nail another strip (B) at the point
where the flywheel of the engine
will be located. Fasten a second
strip (C) so that it passes outside
the stern, follows the angle of the
stern and projects at least three
feet below the bottom of the boat.
Narrow strips are nou fastened to
the top strip, approximately every
foot along its length and at right
angles to it, so that the ends of
the sticks just touch the bottom of
the boat. This jig, which actually
is a full sized pattern of the in-
s ide of the boat, can now be removed
and laid flat on the floor.
A string is then stretched from the
board which represents the transom
to the one represent ing the locat ion
of the fl~1heel. The string is ad-
-5-
justed to obtain proper propeller
clearances and crankcase and fly-
wheel clearance for the engine. When
the position of the string has been
accurately determined, the place it
passes each of the sticks is care-
fully marked and the jig placed back
in the boat. It is then a simple
matter to lay a straightedge along
these marks (1,2,3 on Fig.2) to the
bottom of the boat which will give
the position and angle of the shaft
hole.
2. INSTALLING THE PROPELLER SHAFT
A wedge is now constructed which
will fit between the keel and the
inboard shaft log. This wedge may
be fashioned from any hardwood, but
mabogany is recommended since it is
Fig. 3 Shaft Log
easy to work with and is an excel-
lent marine material. This wedge
should be as wide and as long as the
shaft log to be used and cut at an
angle corresponding with the angle
of the shaft hole minus the angle
of the shaft log. (See Fig.3) The
thickness of the wedge will vary
with the angle but the thin edge
should be approximately 1/2 inch
thick. In some cases, the width of
wedge may exceed the width of the
keel since it must be as wide as the
shaft log.
In this event, the underside of the
wedge should be shaped to fit the
keel and tbeedges shaped to fit
alongside the keel and fit the hull
as snugly as possible. The wedge
should also be notched out to fit

any ribs which might interfere. The
wedge is then screwed into position
over the locat ion of the shaft hole.
Use a good grade bedding compound
between the wedge and the keel and
fasten securely to the keel with
scre'ws, being careful to place these
scre'~Ts 'where they will not interfere
with the shaft log mounting screws.
--:::::- - - - - I<£EL
Fig.4 Method of Drilling Shaft Hole
After the wedge is in place, pre-
pare for the drilling of the shaft
hole. Preparation for this step
consists of the construction of two
hardwood blocks which will act as
guides in getting the shaft hole
started properly and keeping the
angle of drilling fairly accurate.
These blocks should be of straight-
grained hardwood maple or oak
wi 11 do. They should be approximately
2" thick, 5" wide and 10" long.
One of these blocks (See Fig. 4
and 5) is fastened to the inside
of the boat so that the center of
the block lines up approximately
with the position of the shaft
hole and th9 other is fastened to
the bottom of the boat at the ap-
proximate position the hole will
emerge. The face of the block fas-
tened to the inside of the boat is
cut so as to be at right angles to
the drilling angle. In order to
keep the drilling angle accurate,
a guide block can be fastened 3"
to 6" from this starting block. A
notch cut in this block to fit the
shank of the drill will support the
drill at the proper angle. (See
Fig ~ 5)
-6-
A drill 1/8 inch larger than the
shaft diameter should be used to
provide PI' opel' c-learance. Any type
of drill may be used which will
drill a clean hole and has a shank
long enough to pass through the two
blocks and the keel. A standard car-
penter's auger is not recommended
since the "wore" tends to follow
the grain end using it may result in
a wandering hole. If a drill cannot
be found with a sufficiently long
shank,it can be extended by welding
on a stee 1 I' ad. ~;ll.en the dr i 11 has
passed completely through the keel
and the bottom block, it can be re-
moved and the two temporary drilling
blocks unscrewed from the boat.
Now lay the shaft log on the wedge
and over the shaft hole. In some
cases, it will be necessary to chisel
out the wedge to conform to the bot-
tom of the shaft log. Make this
notch slight ly larger than necessary
to allow for later alignment.Fashion
a gasket from 1/16" rubber or 1/32"
gasket mat er ial and place it between
the shaft log and wedge.
Fig.5 Photo of Drilling Operation
Insert the propeller shaft in the
shaft hole and uith the shaft log
over the hole, position the shaft
log so that the propeller shaft is
approximately in the center of the
halo in the shaft log. Coat both
sides of the shaft log gasket with
a good marine sealer and fasten the
shaft log in place with screws long
enough to pass through the 'wedge
and well into the keel.
Next slip the shaft strut over the

shaft and move it along the pro-
peller shaft with the base pressed
firmly against the keel until the
shaft is approximately in the center
of the bear ing hole. Screw the strut
to the keel at this point but do not
tighten down. Using small wooden
wedges, center the propeller shaft
in the shaft hole. Make final ad-
justment of the strut and tighten
its hold-down screws and angle ad-
justing nuts securely.
3. INSTALLING ENGINE STRINGERS AND
BEDS
Engine stringers should now be in-
stalled (See Fig.6). These longi-
tudinal members should run at least
two-thirds the length of the hull,
and to them the engine bed will be
fastened. In most modern hulls,
these members will be included in
the hull plans and usually will be
placed to take an engine with 22~"
mount ing centers. If these str ingers
Fig.6 Photo of Engine Stringers
are not in place, they should be
constructed of 8" by 2" oak or
maple and should run from the tran-
som to at least three feet forward
of the engine location. The dis-
tance between them should be the
distance between mounting centers
of the engine plus one thickness
of the material to be used for en-
-7-
gine beds. They should rest firmly
on the hull ribs and be cross-braced
at intervals by notching into 2" by
8-" members .Lunning at right angles
to them. :~d braces and stringers
--
N[ fll,4fr CENT[R - -l-;;;FT TO JlANGER
_ _ ENG! lJUrANCe
IN-LINE PANGERS
--
r CEtJTER--1 JJlAFTTOIIAIVGEk
_ EtJu1tJE JHAf ..J.-- tJl/TAIVCE
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)}/I/FT TO IIANGER\ ~f~;'i~
PlfTANC£ ~ _- _ - - ---:-- 8£0 --
-- ,-- --- - - ----.
OFF5ET NANGI:RJ
Fig.7 Engine Bed vonstruction
should be drift-bolted together.
These cross-braces should conform
to the shape of the hull and those
that will be under the engine must
be cut to fit the contour of the
underside of the engine.
The next step is the construction
of the engine bed. (See Fig. 7).
These are pieces of 2" hardwood 8n
to 10" longer than the length of
the engine. The width of the mate-
rial needed will depend on the angle
at which the engine is to be mounted,
the depth of the engine below the
shaft line, and the type of engine
hanger - that is, whether the han-
gers are parallel to the shaft line
or offset in height. The height of
these engine beds is easily deter-
mined by removing the propeller
shaft and stretching a string
through the strut, shaft hole and
stuffing box and fastening it to a
piece of stock tacked temporarily
in place somewhat forward of the
engine location.
A piece of engine bed material is
then placed on edge alongside the
string in the position ~here the
engine is to be mounted. It is then
a simple matter to measure down

from the string, which represents
the center of the shaft, to the
position of the hangers using the
figures given on the engine scale
drawing. If the mounting lugs are
parallel to the centerline of the
shaft, the top of the engine beds
are then simply cut at the same an-
gle as the string and below it the
distance of the mounting lugs. If
the forward and rear mounting lugs
are offset, the top of the engine
bed is cut in steps at the angle of
the string with the distance from
the str ing to the top of each equal-
ing the distance from the centerline
of the engine to the mounting lugs.
After the pattern of the engine bed
is completed, replace the propeller
shaft and fasten the propeller
coupling in place on the shaft. The
engine must now be lifted into the
boat and temporarily blocked in
place with the propeller coupling
in as close alignment to the coup-
ling half on the propeller shaft as
possible. If the engine is a small
one, this can be done by fastening
a pole securely to the lifting eye
on the engine and with two men on
each end of the pole bodily lifting
the engine in place. If the engine
is large or help is not available,
an "A I! frame wi th a block and tackle
can be used. Or the job can be done
by a trucl{ equipped with a winch.
In any case, extreme care must be
taken that all hitches used are se-
cure and all tackle of sufficient
strength to hold the load. A broken
rope or slipped knot at this point
could result in a very leaky boat
and a very discouraged boatman.
With the engine securely blocked in
place, slide the engine beds in
place under the engine and on the
inside of the stringers. i~'hen in
place, fasten them temporarily with
~4C" clamps. Four 1/2" holes are
then bored equally spaced along the
length of the engine bed, through
the stringers and bed. One-half
inch carriage bolts are then in-
serted in the holes and securely
-8-
tightened. Use washers under all
nuts. The position of the engine
hold-down bolts is now marked on
the top surface of the engine beds.
In some cases, it will be possible
to drill these holes without dis-
turbing the engine; in others, the
engine must be removed. Drill these
holes us ing a dr ill 1/8 inch smaller
than the lag screws to be used for
fastening the engine in place.
Three-eighths-inch lag screws which
will project three inches into the
engine beds will be sufficient.
Insert the engine hold-down bolts
with washers under the heads and
screw them to within three or four
turns of being tight.
4. ALIGNING THE ENGINE
The blocking can now be removed. from
the engine and the engine lined up
with the propeller shaft. The en-
gine will be in alignment when the
faces of the two halves of the
propeller coupling are parallel
within .003 of an inch or less. A
feeler gauge is us~d, checking all
around the two faces and shims ad-
ded under the engine hangers until
the two faces are in alignment. If
no feeler gauge is available, four
narrow str ips of paper can be placed
between the two faces at four points
around the circle. Any variation of
alignment can then be felt by the
looseness of anyone of the strips.
Each time a shim is added or removed,
tighten all hold-down bolts and re-
check alignment. Extra care at this
time will payoff in terms of fu-
ture performance.
Do not attempt to bring the two
faces of the coupling together by
springing the propeller shaft. ,~rhen
the engine is in perfect alignment,
bolt the two halves of the coupling
together and remove the wedges from
around the propeller shaft. ~ith
the engine in neutral, the propeller
shaft should turn easily. If not,
check for tightness in the stuffing
box or slight misalignment in strut
location or angle.

ENGINE
ENlJ
With engine installed and properly
aligned, it must now be supplied
with fuel, '1ater, and electrical
power, and provisions made for ex-
haust. now these elements are to
be installed will depend to some
extent on the model of engine being
used, location of the gas tank, lo-
cation of the instrument panel and
personal preference as to side or
stern exhaust. In any case these
things should be installed in a
workmanlike manner and certain good
practices adhered to.
5. EXHAUST PIPIKG
Exhaust piping should be at least
a~ large as the opening on the ex-
haust mp.nifold. Either copper tubing
or galv2nized pipe may be used. If
Fig. 8 Photo of Exhaust Piping
elbows are nece'ssary in the 1 ine,
they should never exceed 45 degrees.
A short piece of steam hose (See
Fig. 8) placed in the exhaust line
close to the engine will help quiet
the exhaust and prevent fracture of
exhaust line due to vibration of
the engine. It is common practice
to direct cooling_ uater from the
engine into the exhaust line. In
so doing, two purposes are served:
the hot exhaust line is cooled be-
low the daI.lg~r point and the ~7ater
quiets the ,,-,.:haust. In this type of
installation, two precautions must
be oTJserved. First, the '"Jater must
enter the exhaust no less than 5"
belm'! the bottoD of the manifold
opening and some provision oust be
made to direct the flm'! of 't"later
away
from the manifold. Tbese pro-
visions are necessary to prevent
cooling water from backing up into
Fig. 9 Hethod of Cooling \~'ater
Discharge
the exhaust manifold and perhaps
warping the hot exhaust valves.
There are several types of water·
cooled elbows on the market '7hicb
't7ill serve both of the above pur-
pose~ ~nd are worth their cost in
labor of fabricating a substitute.
Hm1ever, a subst i tute can be made
by welding a steel elbow into the
exhaust line at least 4" bel0'\7 the
exhaust oanifold in such a T,;rf:'.Y that
the uater '7i 11 be directed avray from
the ~anifold. (See Fig. 9)
6. COOLIh'G r,'ATER SYSTEM
1~Tater piping can best be done with
standard copper tubing. Again, a
short piece of flexible hose should
be used between the intake piping
and the engine. The water intake
scoop should be located as close to
the water intake on the engine as
installation permits. Some engines
are equipped with reversing and re-
-9-