kiekhaefer

[delanesr]

i ve had this old kiekhaefer merc 110 ser.#1523878 thinking about trying to rebuild / restore it if any one has any info or suggestions on please hit me back kind of want to have a plan before doing anything rash and thanks you folks have been a ton of help so shout out to you all delane

 

[racerone]

A 1963 model.----Is it " cloud white" in color?-----Complete tear down first.-----Then see what is needed.-----Most consumable parts can be found

 

[cyclops222]

What is wrong with the motor operation ?

 

[delanesr]

A 1963 model.----Is it " cloud white" in color?-----Complete tear down first.-----Then see what is needed.-----Most consumable parts can be found

It is white in color

 

[delanesr]

It is white in color

 

[racerone]

Have a few of those white motors myself.

 

[Nordin]

Nice engines, second year model 110 and with gear shift separate at the lower cowl.
Pre 1962 there were model 100. 150, 200 and 250 and the gear shift was in the throttle handle. I have had a couple of those all models.
Gear shift was designed with two springs, one inside the other. A bit complicated design

 

[merc850]

Parts are here including operator's manual https://www.oldmercs.com/

 

[jimmbo]

I don't have 63 on file, but here is a page from the 62 Brochure

 

[racerone]

Those cowlings alone are " hefty " in my opinion.------Got one of those for free last fall at a dealer.-----Only thing to do on those is a complete teardown !

 

[Texasmark]

I don't have 63 on file, but here is a page from the 62 Brochure
View attachment 405310

If you will notice the tilt of the transom bracket and the tilt pin hole being used is 2nd from the bottom. Reading the description you will see that they talk about "Glide Angle" styling for getting over debris where the fish usually are and you want to get in and at them and most importantly their comment about "fuel puddling" is eliminated with the powerhead tilted forward.

I currently have a 2002 115 4 cyl. 2+2. When you are below 2500 RPMs the bottom two cylinders get just enough fuel to lubricate the mechanics. When you go to get on plane, The acceleration pump squirts a load of fuel into 3 and 4 and you take off. A lot of times, if you have the engine tilted down in the back or even, "fuel will puddle" taking time to clean out when you are ready to go. Also, considering 1 and 2 at idle and low speeds tends to puddle in them too.

As a result of me stumbling across this Merc design and the reasoning, I have started ensuring that my engine is tilted forward slightly. It idles smoother and when it's time to giddy-up, it is rearing to go.

The other thing I liked about Mercury engines was the clean front end of the lower unit gear box. I was an OMC guy back then and I hated that stupid gear box sticking out front and getting caught on limbs, weeds and such. I don't know why it took me quite a few years to move over to the Mercury team and I haven't left.

In short, the designers (Karl) knew what they (he) were(was) talking about and that is one beautiful little engine.

 

[racerone]

But you see a lot more old OMC motors,----OMC used stainless shafts around 1950.---Mercury switched 25 years later.------No special tools or shimming required on those " stupid gearboxes " either.

 

[jimmbo]

If you will notice the tilt of the transom bracket and the tilt pin hole being used is 2nd from the bottom. Reading the description you will see that they talk about "Glide Angle" styling for getting over debris where the fish usually are and you want to get in and at them and most importantly their comment about "fuel puddling" is eliminated with the powerhead tilted forward.


The other thing I liked about Mercury engines was the clean front end of the lower unit gear box. I was an OMC guy back then and I hated that stupid gear box sticking out front and getting caught on limbs, weeds and such. I don't know why it took me quite a few years to move over to the Mercury team and I haven't left.

In short, the designers (Karl) knew what they (he) were(was) talking about and that is one beautiful little engine.

Those tilted forward Powerheads, also have their Carbs facing slightly downward, while this may be great for having fuel spill in the the lower cowl, and in the water instead of puddling at the back of the Carb-Reed Block, it also, depending of the Carb Design, can make setting the Float in the Carb, very critical for proper Fuel Level.
That angle also creates Challenges and Weaknesses in the Gear Case Design. As the Driveshaft is not Perpendicular to the Prop Shaft, but at an Angle, the Forward Gear is considerably smaller than the Reverse Gear, and the Pinion Gear has to deal with these two different Diameter Gears as they will have different Contact Patterns, and required, as Racer states, shimming..
The largest of the Glide Angle Mercs, the 200/20hp, was well known for Gearcase Failures.
The Ugly Ducking OMC Protruding Nose Cases, were more Durable.

I have owned both Merc and OMC engines, and they both have had Good, and Less than Good, Engineering at times
Mercury didn't have a Full Shift Gearcase when it rushed the introduction of the 57 I6, so they came up with the fantastic Dock Buster,
OMC decided in 1960 to put itty bitty Props on its V4 engines that were smaller in Diameter than the Ones on the Big Twins, and then used a Gear Ration of 23:20(I have never figured out that one). In 66, they introduced a Larger case of the ToL 100, but it wasn't till 69 that they really started building proper Cases for their V4s(that was about 3 yrs after Charlie Strang, left Mercury and joined OMC)

 

[Texasmark]

But you see a lot more old OMC motors,----OMC used stainless shafts around 1950.---Mercury switched 25 years later.------No special tools or shimming required on those " stupid gearboxes " either.

A big 10-4 on Mercury's lack of SS in critical areas for a long time. I was an OMC guy at the time but my friend had a 90 HP Merc.....year was 1965 time line. I don't remember if it was his engine or someone elses but we were visiting a Merc. repair shop, and a lower unit sitting in a fixture, upright, with the drive shaft exposed was a HORRIBLE sight to see....the decomposition of the drive shaft due to not being SS and used in salt water. I don't know how a mechanic could work on such a thing.

The other bad idea (opinion) was the early version of how Merc. kept the prop shaft and carrier bearing and housing in place.....this big spanner nut that was prone to seize and having had a shot at it, wondered how mechanics could get it unscrewed.

And then there was their early versions of the "Tower of Power" I6 engines where the story I was told was that Merc. was worried about the LU being able to withstand the HP sitting on top of it so they had some kind of mechanical, stop the engine and put the shifter in R and restart the engine and back up type thing.....what a Joke.

But I've been a Merc. owner for decades and they have been my engine of choice, just like back growing up and through the early '70's I was an OMC guy......on the OMC, the protruding LU gearbox in earlier engines that was a bear to ensure that you got sealed (was for me not being experienced at doing it or having published instructions) and their getting hung up on things problem.....but they did have SS where it needed to be like I said before.

 

[Texasmark]

Those tilted forward Powerheads, also have their Carbs facing slightly downward, while this may be great for having fuel spill in the the lower cowl, and in the water instead of puddling at the back of the Carb-Reed Block, it also, depending of the Carb Design, can make setting the Float in the Carb, very critical for proper Fuel Level.
That angle also creates Challenges and Weaknesses in the Gear Case Design. As the Driveshaft is not Perpendicular to the Prop Shaft, but at an Angle, the Forward Gear is considerably smaller than the Reverse Gear, and the Pinion Gear has to deal with these two different Diameter Gears as they will have different Contact Patterns, and required, as Racer states, shimming..
The largest of the Glide Angle Mercs, the 200/20hp, was well known for Gearcase Failures.
The Ugly Ducking OMC Protruding Nose Cases, were more Durable.

I have owned both Merc and OMC engines, and they both have had Good, and Less than Good, Engineering at times
Mercury didn't have a Full Shift Gearcase when it rushed the introduction of the 57 I6, so they came up with the fantastic Dock Buster,
OMC decided in 1960 to put itty bitty Props on its V4 engines that were smaller in Diameter than the Ones on the Big Twins, and then used a Gear Ration of 23:20(I have never figured out that one). In 66, they introduced a Larger case of the ToL 100, but it wasn't till 69 that they really started building proper Cases for their V4s(that was about 3 yrs after Charlie Strang, left Mercury and joined OMC)

I never thought about the LU gearing but you have a definite point about how to hookup a non 90* interface....I never had a problem with one as I wasn't a Merc. guy at the time. Agree on to each their own with good and bad points.