windsors03cobra
Lieutenant Junior Grade
- Joined
- Feb 22, 2009
- Messages
- 1,191
So I got my 77 MerCruiser 165 6 cylinder running with the stern drive on, all my adjustments have been done out of water on ears.
The shift control barely engages the gears at the end of what I am guessing is the shift detent it then starts to increase revs right where the gears engage, sometimes a quick snap into the gear will yield a more positive engagement.
I believe I have the new shift cable adjusted properly I followed the factory service manual procedure and the engagement is in the same spot on the control forward and backwards, right where the detent ends. About a 1/4" short of throw on each gear for a nice positive engagement. Got the new shift slider and roller arm, shift shoe looks nice and clutch engagement sounds good and solid when the cable is fully shifted forward or back.
I am kind of thinking this problem is common after 32 years of wear and tear in the shift shaft bellcrank, shift spool and wear on the clutch dog's ?
I would say my positive gear engagements positions of the shift shoe is forward of course high noon, neutral seems to be between 10 and 11am and reverse @ almost to 9am, say 9:15. Do these positions seem about right or do they seem excessive and sloppy ?
One thing I did notice was that when I shift it into reverse is that even after the controls shift detent has ended and where the revs increase that the reverse lock/shift lever moves about an 1/8" more and if I grab the reverse lock/shift lever I can move it more into the reverse range, about 3/4" thus rendering a positive engagement, probably unused travel left by Mercury, I dunno.
My control has no name on it but seems to work correctly with little effort, I noticed the cables were Morse.
Also with the drive trimmed all the way up or down the reverse lock seems to do nothing and does restrict movement while trimmed up. New trim limit kills the pump on the upstroke but does stop the pump running coming down, tho it seems like the pump whine changes a bit when down trim is achieved, almost sounds like the pump control goes starts bypassing.
I guess I am happy I can engage both gears and can probably test splash it like this but I know it is not right and I want it to be right so I am seeking knowledge and answers.
Hope I got everything typed out right here and readers can understand what I am trying to get across. Thanks for the information and I appreciate the help.
The shift control barely engages the gears at the end of what I am guessing is the shift detent it then starts to increase revs right where the gears engage, sometimes a quick snap into the gear will yield a more positive engagement.
I believe I have the new shift cable adjusted properly I followed the factory service manual procedure and the engagement is in the same spot on the control forward and backwards, right where the detent ends. About a 1/4" short of throw on each gear for a nice positive engagement. Got the new shift slider and roller arm, shift shoe looks nice and clutch engagement sounds good and solid when the cable is fully shifted forward or back.
I am kind of thinking this problem is common after 32 years of wear and tear in the shift shaft bellcrank, shift spool and wear on the clutch dog's ?
I would say my positive gear engagements positions of the shift shoe is forward of course high noon, neutral seems to be between 10 and 11am and reverse @ almost to 9am, say 9:15. Do these positions seem about right or do they seem excessive and sloppy ?
One thing I did notice was that when I shift it into reverse is that even after the controls shift detent has ended and where the revs increase that the reverse lock/shift lever moves about an 1/8" more and if I grab the reverse lock/shift lever I can move it more into the reverse range, about 3/4" thus rendering a positive engagement, probably unused travel left by Mercury, I dunno.
My control has no name on it but seems to work correctly with little effort, I noticed the cables were Morse.
Also with the drive trimmed all the way up or down the reverse lock seems to do nothing and does restrict movement while trimmed up. New trim limit kills the pump on the upstroke but does stop the pump running coming down, tho it seems like the pump whine changes a bit when down trim is achieved, almost sounds like the pump control goes starts bypassing.
I guess I am happy I can engage both gears and can probably test splash it like this but I know it is not right and I want it to be right so I am seeking knowledge and answers.
Hope I got everything typed out right here and readers can understand what I am trying to get across. Thanks for the information and I appreciate the help.