Re: [OMC-Boats] OMC Stringer Generation Naming

Ok, so with only the one hole, the Stringers don't really have
"bellows" like most other I/O's and therefore have less chance of
taking on water from a failure? And while we're on the subject, does
the boot thing have a replacement cycle like bellows do? Is a new one
even available?

And about the cooling thing you mentioned... So should I pop those 2
caps off and try to seal them? Make a new gasket perhaps, and maybe
use a little silicone? The one on the drivers side leaks, ever so
slightly. Just a little drop here and there. The other one seems to be
sealed. And what is my point of entry to get the excess grease cleared
out?

On Mon, Aug 31, 2009 at 10:18 PM, Lee Shuster<lks@...> wrote:
> Drawbacks -- yeah, primarily the boat builders want their life made easy.
> They wanted an industry standard mounting system.
> OMC dominated the I/O market and Outboard market during the hey day of
> electric shifts. Things began to go down hill in my opinion with the
> introduction of the Gen-4's.
> The more you learn about these units the more you begin to appreciate their
> design.
> Just repeat after me tell all your Merc Alpha/Bravo friends this:
> "No other sterndrive tilts higher, runs quieter, turns tighter, steers
> smoother, or shifts easier than a well-running OMC electric-stringer..."
> (Actually don't tell anyone -- then there will be more orphans for us to
> rescue!)
>
>
>
> On Aug 31, 2009, at 8:00 PM, Justin DeSantis wrote:
>
> Ok, that makes perfect sense. Also seems like a good idea. But it must
> have some drawbacks given that the idea didn't catch on and I assume
> isn't still in use today.
>
> On Mon, Aug 31, 2009 at 9:49 PM, BLDFW<bldfw@...> wrote:
>
> ya. It's because the outdrive is attached to the support "stringers" via
>
> the intermediate housing and engine. It is not attached to the transom like
>
> other boats. There is no weight supported by the transom. If you'll note
>
> (at least on mine), there is no wood or other thickness to the transom.
>
> It's just the thickness of fiberglass and not capable of supporting any kind
>
> of weight.
>
> -Bill
>
> Dallas, TX
>
> 1970 Evinrude Explorer - 155 Buick V6 - OMC Sterndrive
>
> http://www.photobucket.com/evinrude_explorer
>
> --- On Mon, 8/31/09, Justin DeSantis <duc1098desmo@...> wrote:
>
> From: Justin DeSantis <duc1098desmo@...>
>
> Subject: Re: [OMC-Boats] OMC Stringer Generation Naming
>
> To: "Evinrude & Johnson Boats of the 1960's and 70's"
>
> <omc-boats@...>
>
> Date: Monday, August 31, 2009, 8:31 PM
>
> Did we already cover why they call them "Stringers" to begin with?
>
> I've been wondering that. I think I saw an explanation once, but
>
> didn't read it carefully, and I haven't found it again.
>
>
>
> On Mon, Aug 31, 2009 at 8:28 PM, Lee Shuster<lks@...> wrote:
>
> I've been thinking of breaking down the OMC Stringer Sterndrives in broad
>
> "GENERATIONS" of families to help make it easier to know what were talking
>
> about. The recommended lube discussion got me to thinking.
>
> I'm very fuzzy on the 1978 - 1986 (non-electric shift) Stringers. But all
>
> Stringers share basic design features: Ball gear drive, floating
>
> intermediate housing, 75-degree power tilt, 120-degree steering, stringer
>
> mounting that transfers thrust to non-transom structural members of boat
>
> (stringers).
>
>
> =======================================================================================================
>
> From an original OMC BOAT-OWNERS perspective things are pretty simple:
>
> Our
>
> boats were all Gen-Zero, Gen-I or Gen-II powered.
>
> 1962 - 1965 Gen Zero = Outboard powered (the 1962 - 1968
>
> high-end OMC-E/J outboards" 40, 75, 90, 100 hp featured available electric
>
> shift lower units)
>
> 1962 -1968 Gen One = The 1st OMC 480, 488, and 490
>
> two-stroke,
>
> "bullet-shaped" split gearcase lower unit. (Also used very
>
> sparingly/rarely
>
> on a few 1964-65 110 hp I-4 Chevy II) Built from Electric Shift, Type C
>
> gear case lube.
>
> 1964 - 1973 Gen Two = The "big brother" large gearcase,
>
> one-piece gearcase, 14-inch prop. Used on 120, 150, 155, 165 185, 200,
>
> 210,
>
> 215, 225, 235, 245 GM engines. Four-bolt top caps (shimless) from 1964
>
> -1967-1/2. Five-bolt from late 1967 to 1973 used
>
> shims. Electric Shift, Type C gear case lube.
>
> 1973 - 1977 Gen Three = This generation introduced Ford V8
>
> engines 175, 190 and 235, along with the SelecTrim option on inline GM
>
> engines. TruCourse steering appeared, as did the shorter profile drive, to
>
> permit mounting the engine lower.
>
> Down-firing exhaust rudder. Electric Shift, Type C gear case lube.
>
> 1978 - 1981 Gen Four = The 400 (120 - 140 ) 800 (all
>
> V-engines)
>
> thru-prop exhaust lower gearcase adapted from outboards, featuring
>
> Visible
>
> styling changes to exhaust housing. All are "short-leg." are
>
> Hydro-assisted-mechanical shift,
>
> OMC
>
> Hi-VIS gear case lube
>
> 1982 - 1986 Gen Five = Similar to Gen Four but without the
>
> Hydro-assist.
>
> OMC Hi-VIS gear case lube
>
>
> =======================================================================================================
>
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Received on Monday, 31 August 2009