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We know that time in your boat is valuable. That is why every boat Sun and Ski sells comes with one important option.....our team of factory trained technicians. We continually invest in ongoing training to ensure our technicians have the knowledge and up- to-date skills demanded by today's technology.
Recommended Service Inspection Summary Each boat winterized by Sun and Ski receives a thorough 38 point "bow to stern" inspection summary. The technicians test and evaluate the operating systems of your boat to identify and confirm any areas of potential failure at spring commissioning or after spring launch. By informing customers of any required maintenance or weak components, customers can make informed decisions about preparing their boats for the upcoming season. Our goal is to avoid costly breakdowns and frustrating downtime during the operating season. To view the Winterization Inspection Summary click here:
Manufacturer’s Scheduled and Periodic Services
The purpose of this page is to explain the need and rationale behind the maintenance services that each manufacturer establishes for their marine engines and drive assemblies. It has been determined that a marine engine works 4.6 times harder than an automotive engine. This has been calculated through fuel consumption versus time, establishing how much actual “work” a given engine performs. This is of course magnified above this level, when ballast and additional weight are introduced into the boat. Source: http://www.boated.com/topic.asp?TOPIC_ID=111643 It is said that in the typically powered 20’ pleasure boat, that the work the engine performs is equivalent to a truck pulling 8000 lb. trailer its whole life. Not to mention many boats spend the majority of their time either at idling speed or at or close to wide open throttle. The "secret" to prolonging the life of a four stroke marine engine is common-sense simple: Change the crankcase oil regularly, keep the ignition system in tune, and monitor the cooling system. If you follow these three rules, your outboard motor, stern drive or inboard gas or diesel will grow old gracefully. On the other hand, should you neglect to maintain these systems the odds are good that your engine's health will suffer, and its life span will consequently be shortened. So exactly how often should you change oil and tune the engine? At a minimum, always change the oil during fall lay-up. The rule-of-thumb is: Never log more than 100 hours without an oil change. Engine manufacturers all recommend specific tune-up intervals and oil-change intervals (as well as what type of oil to use). Make sure not to exceed these intervals. Engine Oil The "health" of an inboard's lubricant is critical, because marine power plants run hotter than their automotive counterparts. They also work much harder. They're either idling dockside or under constant load. Offshore, there are no hills to coast down. Even when trolling or transiting a no-wake zone, a marine engine has its nose to the veritable grindstone. Another lubrication problem relates to fall lay-up. As gasoline burns, it deposits acid residue in crankcase oil. Acid content isn't really a problem when oil is changed on schedule. But if old oil is left in the engine over the winter the acid etches bearings, piston skirts, crankshaft journals, and other critical wear surfaces. Oil has another interesting property and that is its ability to migrate away from bearing surfaces, if left static for a period of time. The problem here is that when the oil migrates it leaves behind the carbon and impurities it was previously suspending. When the engine is first started at spring commissioning the bearings and mating surfaces are spinning on grit before the arrival of the oil from the oil pump. Simply changing the oil during decommissioning prevents this premature wear. Unfortunately, most boat owners are somewhat lax when it comes to oil changes. If the family car were neglected the way the typical family boat usually is, major repair bills would begin piling up around 50,000 to 75,000 miles. But, if pampered with frequent oil changes and periodic tune-ups, that same car engine could log up to 300,000 miles without an overhaul. Engine Tune-up In addition to changing oil regularly and during lay-up, tune-ups are another vital element in extending engine life. Marine engines are operating under much higher throttle openings and much higher RPM ranges than automotive applications. A weak ignition spark does a poor job "lighting the fire." As a result, not all of the fuel/air mixture burns. Not only do performance and fuel economy suffer, but unburned, abrasive hydrocarbons also deposit themselves on pistons and combustion chambers. In extreme cases, unburned gasoline washes lubricant off cylinder walls, causing excess heat and friction to score them. And when gasoline gets into the crankcase sump, it dilutes the oil, reducing lubrication even further. Rings begin to stick, which reduces engine compression pressure. If the oil rings are damaged, the engine becomes an oil-burner. Ignition components also experience accelerated corrosion and aging due to extended lay-up periods. Cooling System The third rule for engine longevity is to maintain the cooling system. Most sudden engine failures are due to overheating. Almost all overheating conditions experienced with a marine engine are due to lack of maintenance to the Raw Water Impeller. When an engine loses its cool, rings score cylinder walls, mufflers melt, manifolds crack and heads warp. Gear case By far the most common failure on stern drives is gear damage. In most cases, the damage could have been prevented if the owner had regularly checked the gear case lube. To do so, crack the bottom drain plug and let the liquid drain out. A few drops are all you need: If you see nothing but lubricant, tighten the screws and get on with your life. But if water seeps out, keep the plug loosened and continue to let the liquid drain out until pure gear oil begins to flow. If less than an ounce of water came out of the gear case, a seal is leaking, but not seriously. Monitor the situation carefully, checking the gear oil before every outing. If more than an ounce (a shot glass full) came out, stay at the dock and find out why. This lubricant test is best performed after the stern drive has been idle for at least a couple of hours. That way any water will have settled to the bottom of the gear case. If you don't wait, the water froths up into a milky-white liquid. You can tell water is present, but not how much. Gearcase Reseal / Overhaul Details Transom Bellows The transom bellows, on a sterndrive boat, are flexible accordion type rubber assemblies that allow the turning and tilting required in the outdrive propulsion unit. The three sets of bellows accommodate the through transom passage of the drive shaft, the shift cable and the engine exhaust. Their function is to keep water from entering the boat and drive assemblies. Overtime due to weathering and movement the bellows deteriorate. A boat that was not leaking in the fall and is not properly inspected prior to lay-up, could have the bellows fail shortly after launching in the spring. Transom Bellows Replacement Details Gimbal Bearing The gimbal bearing supports the drive shaft as it exits the transom of the boat through the gimbal assembly and connects to the outdrive. Gimbal bearings become compromised when exposed to water. Water can contact the bearing in two ways, the bellows leak (see previous) or the water level in the bilge becomes high enough (aggravated by bow rise and acceleration) and water flows through the transom plate into the housing. This list, while not exhaustive, covers the main causes of preventable on water failures, reduced performance and shortened engine life. Source: http://www.marineenginedigest.com/forms/sitemap.htm Indmar Marine Engine Inboard Boat Manufacture Recommented 10-20 Hour Service BOAT EXTERIOR INSPECTION BOAT INTERIOR INSPECTION POWER TRAIN INSPECTION AND RUN-OUT Contact us |
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