-> On 11-27-95  13:46, George Skinner got back to Dan Ceppa 
 -> standard rotation for the motor it was based upon.
 GS> power trains in the case of dual engines would have to have one engine
 GS> turning anti-clockwise.
That is the rule, rather than the exception in dual engine applications.  
 -> made to pump in either direction.  Further, they are expoxy
 -> coated and use stainless steel components.
 GS> increased safety and cooling operations. I know there are carburetors
 GS> designed as a sealed unit to prevent any possible leakage of fuel into
All marine carburetors are supposed to meet CG specs.  As they are 
different, they do require different components to rebuild them.  
Since they are listed in a 2nd section, it's impossible to find 
the kit unless it's known to be a marine application.  Funny 
thing is, they don't tell me that, as they expect the "marine 
price tag".  However, the marine kits are often less expensive 
than a comparable auto application!  
 GS> exhaust fumes and gases. I have seen cases where the thernostat is the
 GS> same as a car, but I would think this would only be suitable for fresh
 GS> water applications. Salt water applications would probably involve
 GS> using stainless or other corrosion resistant materials.
The raw water cooled motors usually have all-brass stats.  The 
main problem with raw water motors is the high corrosion that 
occurs within the water jacket.  I've seen motors where the 
cylinder walls are paper thin and can be punctured with just 
light finger pressure in the are.  As expensive as heat exchangers 
are, they are a lot less expensive than a new block.  
BTW, notice I mentioned "raw water" as the culprit.  This includes 
both sea and fresh water boating, though the salt water is quicker 
in causing the problem.  It's the additives in anti-freeze that 
help hold down corrosion in a heat exhanger system.   
... What happens if I pull on this rope?
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