We obtained a replacement coil from Lighthouse Marine on Long Island (a really knowledgeable supplier of older marine engine parts) and then reinstalled the rebuilt carb. As we unbolted the old coil, we noticed what appeared to be something like mineral oil on the underside of the coil. On close examination, it seemed that all or some of the oil used to help cool the coil had leaked out. Anyway, we installed the new coil and fired up the engine. It ran fine at the dock but we wouldn't really know if the problem was solved until we got out for a test ride.
As we gathered our tools from around the engine bay, we noticed what appeared to be water dripping from the underside of the starboard outside muffler.
To explain, these older Silvertons have four exhaust ports through the transom, each one originally connected to a galvanized iron box-type muffler. Over the years, the previous owner had replaced three of the four iron mufflers with identical Vernatone fiberglass mufflers. That left one old muffler and sure enough, when we ran our hand along the underside of it, we felt hot exhaust water leaking out from the bottom.
Luckily for us, Vernatone mufflers are still being produced, although now by a new company. We were able to locate a new one exactly like the other three, right down to the same part number. After about an hour and with the help of a Sawz-All, the old muffler was out and the new one installed.
Who knows how long that old muffler had been leaking.
Now, with the muffler problem taken care of, it was time for a test run down the river. As soon as we pulled out into the fairway, we could tell that things were different. First, the engines were quieter and the starboard engine, which had always had a somewhat uneven idle, was now rock steady. We turned down river and let the engines warm for about a mile. Then it was time to push the throttles forward and see what happened.
The starboard engine came up to 1800 RPM easily and matched the other engine perfectly, without the slightest stumble. Before the repairs, the starboard engine simply wouldn't hold that speed. The tachs looked like they were glued in place.
The sync gauge showed the engines running at exactly the same speed. No fiddling with the throttles to keep the engines in sync as we always had to do in the past.
We pushed the RPMs up farther and everything worked perfectly. At 2800 RPM, where we would normally cruise at about 16 mph, the wake told the story.
Better yet, the boat felt better underway, with no vibration, much quieter and no need to touch the power settings.
We eventually turned around, ran back up river and headed for the marina's gas dock where, with both engines at an idle, we spun the boat around and did an expert back-in, right next to the gas pump. After taking on 107 gallons of gas, we headed for our slip where two "red shirts" were waiting. We backed into the slip without drama. Nice what you can do with two engines working the way they should.
Looking back on this problem, it seems that the carb rebuild cured the annoying need to constantly readjust the starboard engine underway as well as its unreliable idle. Dockmates John T. and Rob, both of whom have run this boat, noted that there was something wrong there and that I should have a look at it.
My guess is that even the rebuilding of the carb would not have fixed the problem that started all of this loss of power at anything over about 1700 RPM while underway. The prize for figuring that out has to go to John T. who recommended changing the coil. The old coil was original Chrysler Marine and I'm sure it had leaked.
So, with that problem solved, it's now time to go out and enjoy the boat!
Rob and I are VERY RELIEVED to hear the starboard problem is fixed. Now you can get on with some boating! Any plans for Block? Please let the commodore know that we are enjoying the rail clothes pins, no more towels blowing into the water.
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