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  • Rebuild Instructions - Mercury Long Trim Ram Repair

    Mercury Outboard 2-Stroke V6 Power Trim Cylinder Repair Kit Installation Guide This detailed rebuild guide will walk you through the process of using the Buckshot Racing #77 Repair Kit for the Mercury Outboard 2-Stroke V6 Power Trim Cylinder, replacing the more expensive Mercury Mariner OEM part number 79879A1 kit. Ensure you work in a clean, lint-free environment to prevent contamination of hydraulic components. Tools Required: Spanner wrench Suitable container for draining oil Non-toxic solvent Compressed air Loctite “271” Torque wrench (58-72 ft. lbs.) Disassembly Instructions: Preparation: Disconnect the hydraulic hoses from the power trim cylinder as described in the Mercury Outboard service manual. Drain Hydraulic Oil: With the trim cylinder removed, direct the up and down ports into a suitable container. Push the trim rod in and out several times to drain the oil completely. Remove Trim Rod Assembly: Using a spanner wrench, unscrew the rod guide and pull the trim rod assembly out of the cylinder. Extract Floating Piston: Remove the floating piston by tapping the open end of the cylinder on a block of wood. Discard the old O-ring from the piston. Disassemble Shock Piston: Unscrew the bolt from the trim rod end. Remove the large washer and shock piston assembly. Extract the two O-rings, compression springs, spring guides, spring seats, and check balls. Discard the old O-rings. Remove Rod Guide Components: Take off the rod guide from the trim rod. Remove and discard the retaining ring, plain washer, scraper, and three O-rings from the rod guide. Clean All Components: Use a non-toxic solvent to clean all parts thoroughly. Dry each component with compressed air before reassembly. Reassembly Instructions: Prepare Rod Guide: Lubricate all internal parts with SAE 10W-30 or 10W-40 motor oil. Install three new O-rings (from the kit) onto the rod guide. Install the new scraper, plain washer, and retaining ring. Slide the rod guide over the end of the trim rod. Rebuild Shock Piston: Install the check balls, spring seats, compression springs, and spring guides into the shock piston. Install two new O-rings from the kit onto the shock piston. Assemble Trim Rod: Place the shock piston and large washer onto the end of the trim rod. Apply Loctite “271” to the piston rod bolt threads. Tighten the bolt into the piston rod to a torque specification of 58-72 ft. lbs. (8.02-9.95 mkg). Install Floating Piston: Fit the new O-ring from the kit onto the floating piston. Insert the piston into the cylinder with the blunt end first. Final Assembly: Insert the trim rod assembly into the trim cylinder. Thread on the rod guide and tighten securely. Post-Rebuild Steps: Reconnect the hydraulic hoses. Refill the hydraulic system with the manufacturer-recommended fluid. Bleed the system to remove air pockets. Test for smooth operation and check for leaks. Mercury Long Ram Rebuild Instructions - Free PDF Download

  • The World's First Outboard

    The Birth and Evolution of the Outboard Engine: A Legacy of Innovation and Nostalgia The tale of the outboard engine begins with a moment of simple frustration. In the summer of 1907, Norwegian-American inventor Ole Evinrude was picnicking with his wife, Bess, on the shores of Okauchee Lake in Wisconsin. When Bess expressed a craving for ice cream, Evinrude rowed to shore, only to return with a half-melted treat. This seemingly trivial moment sparked an idea: Why not create a small motor that could propel a boat more efficiently? Evinrude, already an accomplished machinist, went to work in his shop. By 1909, he had produced the first commercially viable gasoline-powered outboard engine—a 1.5-horsepower, single-cylinder, two-stroke motor weighing around 62 pounds. It clamped onto the stern of a boat and featured a tiller for steering. Unlike previous attempts at boat motors, which were often adapted from stationary engines, Evinrude's design was purpose-built for marine use: lightweight, portable, and reliable. The Golden Age of the Two-Stroke Outboard Engine Evinrude's two-stroke engine revolutionized small boating. The simplicity of the two-stroke cycle, which completes a power stroke with every revolution of the crankshaft, offered a significant advantage over four-stroke engines of the era. The result was more power relative to weight, fewer moving parts, and easier maintenance—a perfect combination for recreational boaters and anglers. By 1911, Evinrude had sold thousands of engines and established a booming business. His success inspired competition, with brands like Elto (Evinrude Light Twin Outboard, founded by Evinrude after briefly leaving his original company), Johnson, and Atwater Kent entering the market. The 1920s and 1930s saw rapid refinement in two-stroke technology, with engines becoming lighter, more efficient, and easier to operate. Hallmarks of Early Two-Stroke Outboards: Simple Design:  With only three core components—intake, compression, and exhaust—the two-stroke cycle was mechanically straightforward and easy to service. Direct Drive:  Early models had the propeller shaft connected directly to the crankshaft, eliminating the need for complex gearing. Air and Water Cooling:  While some early models were air-cooled, water-cooled designs quickly became the standard, improving engine longevity. Race Competition Breeds Innovation (1920s–1950s) As the popularity of outboards grew, so did competition. The Johnson brothers, who founded Johnson Outboards in 1922, introduced lightweight aluminum construction, reducing engine weight without sacrificing strength. Mercury, founded by Carl Kiekhaefer in 1939, further pushed the envelope with streamlined designs and more powerful models. Two-stroke technology dominated this era, with manufacturers focusing on improving fuel delivery, ignition systems, and cooling efficiency. The introduction of the forward-neutral-reverse (F-N-R) gearshift was a game-changer, allowing boaters to maneuver more precisely. During World War II, military demand for portable marine engines drove further innovation. After the war, these advancements filtered into the recreational market, sparking a post-war boom in outboard sales. Nostalgic Icons: Evinrude Light Twin:  Known for its reliability and ease of use, this engine became a favorite among anglers and families. Johnson Sea Horse:  Introduced in the 1930s, the Sea Horse line became synonymous with quality and performance. Mercury Hurricane:  A high-performance two-stroke that set new speed records in the 1940s. The 1950s and 1960s marked the golden age of recreational boating in America. Middle-class families embraced leisure time on the water, and the outboard engine became a fixture on lakes, rivers, and coastal waters. Manufacturers raced to produce engines that were not only powerful but also stylish, with chrome accents, pastel colors, and streamlined cowlings. Two-stroke engines reigned supreme, thanks to their affordability, light weight, and ease of maintenance. Innovations during this period included: Electric Start:  No more yanking on a rope—turning a key became the norm. Remote Controls:  Throttle and steering controls moved from the tiller to the helm. Improved Fuel Systems:  Carburetor refinements and oil injection systems reduced smoke and improved efficiency. Outboard motors were no longer just tools—they were lifestyle accessories. Brands like Evinrude, Johnson, and Mercury sponsored boat races, further fueling public fascination with speed and power on the water. The Soul of the Two-Stroke: Sound, Smoke, and Simplicity For many enthusiasts, the two-stroke outboard represents more than just an engine—it's a sensory experience. The distinctive pop-pop-pop  of an idling two-stroke, the faint haze of blue smoke on a calm morning, and the unmistakable aroma of burned oil and gasoline evoke memories of summer days spent fishing, skiing, or exploring quiet coves. Though simple, two-stroke engines required a certain mechanical intimacy. Owners mixed their own fuel, tinkered with carburetors, and became adept at diagnosing minor issues. It was a hands-on era, where understanding your engine was part of the boating experience. By the 1980s, environmental concerns and fuel efficiency standards began to challenge the dominance of the two-stroke engine. Traditional two-strokes, while lightweight and powerful, were inherently inefficient—expelling unburned fuel with exhaust gases. In response, manufacturers introduced oil injection systems, leaner carburetors, and, eventually, direct fuel injection (DFI) systems, such as Evinrude’s iconic E-TEC line. Yet, even as four-stroke technology gained traction, two-stroke engines retain a devoted following till today. Their simplicity, power-to-weight ratio, and nostalgic charm kept them alive, especially among anglers, racers, and vintage enthusiasts. The story of the outboard engine is more than just a tale of mechanical evolution; it's a narrative woven into the fabric of recreational boating. It’s the thrill of the first pull-start on a foggy morning, the laughter of children being towed on an inflatable tube, and the quiet satisfaction of a well-tuned engine purring at idle. While modern technology has pushed outboards into new realms of efficiency and complexity, the heart of the outboard engine—the spirit of adventure and innovation first ignited by Ole Evinrude—lives on in every ripple left behind by a spinning propeller. And for those who still live the golden age of the two-stroke, that sound will always be the song of summer.

  • 7 Gear Ratios for the Mercury Racing APX

    Analysis of the 7 Mercury Racing APX Gear Ratios with an 18-Pitch Propeller and 20% Slip We conducted a theoretical analysis to examine the performance of Mercury Racing APX Outboards (200 V6, 250 V8, and 360 V8 models) and the seven (7) available OEM gear ratios from the Factory. These gears can be changed in the overdrive box! We factored in the 1.13 final drive ratio found in the current SuperSpeed Master #4 (SSM4) drive, an 18-pitch propeller, and a typical 20% propeller slip found on F1 Tunnel Boats. The impact of these configurations on speed and torque provides insights for optimizing race setups. Mercury Racing APX Gear Ratios and Performance Data The table below presents the adjusted gear ratios, peak propeller shaft speeds, and calculated top speeds for V8 and V6 engines: Gear Ratio Overall Ratio (1.13) Peak Prop Shaft Speed (V8) Peak Prop Shaft Speed (V6) Top Speed (V8, mph) Top Speed (V6, mph) 0.667 0.754 9,259 9,055 126.26 123.48 0.714 0.807 8,756 8,564 119.40 116.78 0.724 0.818 8,672 8,483 118.25 115.68 0.739 0.835 8,483 8,302 115.68 113.21 0.765 0.864 8,191 8,024 111.70 109.42 0.786 0.889 7,987 7,823 109.05 107.00 0.818 0.926 7,718 7,551 105.85 103.55 Key Findings Maximizing Top Speed : The 0.667 gear ratio  delivers the highest top speed for both V8 and V6 engines, reaching 126.26 mph (V8)  and 123.48 mph (V6) . This configuration is best for flat-water or top speed racing. Prioritizing Torque and Acceleration : Higher gear ratios like 0.765 , 0.786 , and 0.818  provide more torque at the expense of top speed. These configurations excel in rough water or technical courses requiring rapid acceleration and precise handling. Balanced Configurations : Ratios such as 0.724  and 0.739  (Stock on the APX 360) offer a balance of speed and torque, making them suitable for circuits with mixed conditions, including straights and tight turns. Effect of the 1.13 Final Drive Ratio : The final drive ratio slightly reduces prop shaft speeds to better match prop speeds found on the legacy 2-stroke S3000, F1 and SST-120 while enhancing durability and efficiency, ensuring consistent performance under demanding conditions. Practical Applications for Racers Top Speed : For straight-line speed dominance, the 0.667  gear ratio is ideal, especially in calm water with minimal resistance. Technical Race Courses : In courses with sharp turns or rough water, ratios like 0.786  or 0.818  (Stock on the APX 200 V6 and APX 250 V8) improve acceleration and cornering capabilities. Class-Restricted Competitions : The APEX 200/250  engines with the 0.818 ratio  provide dependable torque for restricted power classes, while the APX 360 with the 0.739  thrives in high-performance scenarios with lower gear ratios. Conclusion The choice of gear ratio is critical for achieving the desired balance of speed and torque. With an 18-pitch propeller and 20% slip, racers can fine-tune their Mercury Racing APX outboards to excel in specific racing conditions. By leveraging the insights from this analysis, crew chiefs and boat racers can optimize their configurations for maximum performance and competitive advantage. Check out our New DDT Scan Tool for the APX 200, 250, and 360!

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