JP6911530B2 - Outboard motor - Google Patents

Description

The present invention relates to an outboard motor. In particular, it is suitable for use in outboard motors equipped with an oil level gauge for checking the amount of lubricating oil stored in the oil pan.

Some outboard motors are equipped with an oil level gauge to check the amount of lubricating oil stored in the oil pan. Generally, the oil level gauge is set so that the oil inspection portion on the tip side of the oil level gauge is located in the center of the oil pan in order to accurately measure the amount of lubricating oil.
In Patent Document 1, a gauge boss is projected diagonally upward from the side wall of the engine holder, a gauge hole toward the center bottom of the oil pan is diagonally formed in the gauge boss, and an oil level gauge is inserted into this gauge hole. The outboard motor was disclosed.

Japanese Unexamined Patent Publication No. 2000-345824

In the outboard motor of Patent Document 1, a gauge hole for inserting an oil level gauge is formed in an engine holder located on the lower side of the engine. When the gauge hole is located on the lower side in this way, it is necessary to increase the inclination angle of the oil level gauge with respect to the vertical direction in order to position the oil inspection part on the tip side of the oil level gauge in the center of the oil pan. .. On the other hand, the larger the inclination angle of the oil level gauge, the larger the amount of the oil level gauge protruding from the side portion of the engine holder, which may increase the size of the outboard motor.

The present invention has been made in view of the above-mentioned problems, and an object of the present invention is to reduce the size of the outboard motor.

The outboard motor according to the present invention is an outboard motor including an engine, wherein the engine includes a cylinder block having an exhaust passage along a substantially vertical direction, a cylinder head joined to the cylinder block, and the engine. An oil level gauge is provided on one of the left and right sides of the cylinder head, and is inserted into a gauge insertion hole provided in the lower part of the side wall of the cylinder head with the axis line inclined with respect to the vertical direction. It is characterized by being.

According to the present invention, the outboard motor can be miniaturized by reducing the inclination angle of the oil level cage.

It is a right side view which shows the structure of an outboard motor. It is sectional drawing which shows the structure of an outboard motor. It is a top view which shows the structure of the lower part of an engine. It is a perspective view which shows the structure of the lower part of an engine. It is a perspective view which shows the oil level gauge installation structure. It is a perspective view which shows the oil level gauge installation structure.

An embodiment of the present invention is an outboard unit 10 including an engine 12, wherein the engine 12 has a cylinder block 26 having an exhaust passage 32 along a substantially vertical direction, and a cylinder head 28 joined to the cylinder block 26. The oil level is inserted into the gauge insertion hole 81 provided on the left and right side of the engine 12 and at the lower part of the side wall of the cylinder head 28 in a state where the axis is inclined with respect to the vertical direction. It is equipped with a gauge 70. According to the outboard motor 10 of the present embodiment, the inclination angle of the oil level gauge 70 can be reduced by providing the gauge insertion hole 81 in the cylinder head 28 above the engine holder 11. Therefore, the size of the oil level gauge 70 protruding from the side wall of the cylinder block 26 can be reduced, so that the outboard motor 10 can be miniaturized.

(Example)
Hereinafter, examples according to the present embodiment will be described with reference to the accompanying drawings.
FIG. 1 is a right side view showing an example of the configuration of the outboard motor 10. If necessary, in the drawings below, the front side of the outboard motor 10 is indicated by the arrow “front”, and the opposite is the rear side. Further, the left side of the outboard motor 10 is indicated by an arrow "left", and the opposite is defined as the right side. Further, the upper side of the outboard motor 10 is indicated by an arrow "upper", and the opposite is the lower side. The front side is the same direction as the hull travels when the outboard motor 10 is attached to the hull. Further, the upper side means the upper side when the crankshaft Cr of the crankshaft 13 described later in the outboard motor 10 is in a vertical state.

A bracket device (not shown) is attached to the outboard motor 10, and the outboard motor 10 is attached to the transom of the ship via the bracket device. The outboard motor 10 includes an engine holder 11, and the engine 12 is installed above the engine holder 11. The engine 12 is a vertical water-cooled 4-stroke V-type 6-cylinder engine in which the crankshaft 13 is arranged substantially vertically (vertically) and the left and right bank portions are installed in a V-shape in a plan view toward the rear. It is an engine (see FIG. 2). An oil pan 14 for storing lubricating oil is arranged under the engine holder 11.

The periphery of the engine 12 and the engine holder 11 is covered with the engine cover 15. The engine cover 15 has an engine upper cover 16a and an engine lower cover 16b. In FIG. 1, the engine upper cover 16a is shown by a chain double-dashed line. The engine upper cover 16a covers the upper part of the engine 12 from above, and the engine lower cover 16b covers the lower part of the engine 12 from the side. The engine upper cover 16a and the engine lower cover 16b can be divided into upper and lower parts. In FIG. 1, the position where the engine upper cover 16a and the engine lower cover 16b are divided is indicated by a dividing line 16c. By removing the engine upper cover 16a from the engine lower cover 16b, the operator can perform maintenance such as checking the amount of lubricating oil.

Drive shaft housings 17 are provided around and below the oil pan 14. In the engine holder 11 and the drive shaft housing 17, a drive shaft 19 connected from the crankshaft 13 via a reduction gear, specifically, a reduction drive gear 18a and a reduction driven gear 18b is arranged substantially vertically. The clutch mechanism 21 is arranged in the gear case 20 provided in the lower part of the drive shaft housing 17. The drive shaft 19 extends downward in the drive shaft housing 17 and is configured to drive the propeller 23, which is a propulsion device, via a clutch mechanism 21, a propeller shaft 22, and the like.

FIG. 2 is a cross-sectional view taken along the line I-I shown in FIG. 1 and viewed from the direction of the arrow.
In the engine 12, a crankcase 25 is arranged at the front portion, and a cylinder block 26 is joined to the rear portion of the crankcase 25. The cylinder block 26 has a left bank portion 27L and a right bank portion 27R that open to the left and right toward the rear side. A cylinder head 28 is joined to the left bank portion 27L and the right bank portion 27R, respectively, and a cylinder head cover 29 is attached to the rear portion of each cylinder head 28.

Three tubular cylinders 30 (cylinders) are arranged substantially horizontally in the left bank portion 27L and the right bank portion 27R, respectively. Assuming that the cylinders 30 arranged in the right bank portion 27R are cylinders # 1, # 3, and # 5 from the top, the cylinders # 1, # 3, and # 5 are arranged in parallel in order from the top. Further, assuming that the cylinders 30 arranged in the left bank portion 27L are cylinders # 2, # 4, and # 6 from the top, the cylinders # 2, # 4, and # 6 are arranged in parallel in order from the top. Here, the first cylinder group of the cylinders # 1, # 3, and # 5 is offset upward with respect to the second cylinder group of the cylinders # 2, # 4, and # 6. That is, the cylinders # 1, # 2, # 3, # 4, # 5, and # 6 are alternately left and right in this order from the top, and the cylinder # 6 of the left bank portion 27L is located at the lowermost end.

Further, the right bank portion 27R and the left bank portion 27L each have an exhaust manifold 31. The exhaust manifold 31 is located on the outside of each of the cylinders 30. That is, the exhaust manifold 31 is located outside the V bank including the cylinder axis CyR of the right bank portion 27R and the cylinder axis CyL of the left bank portion 27L, respectively. Therefore, each of the exhaust manifolds 31 is close to the outer side wall of the cylinder block 26 (the outer side wall of the right bank portion 27R and the left bank portion 27L). Further, each of the exhaust manifolds 31 has an exhaust passage 32 extending in a substantially vertical direction, specifically substantially parallel to the crankshaft Cr of the crankshaft 13, and connected to the engine holder 11 and the drive shaft housing 17. A catalyst converter 33 is installed in the catalyst accommodating chamber of the exhaust passage 32 as a catalyst for purifying the exhaust gas.

A piston 34 is slidably arranged in each cylinder 30. The crankshaft 13 is arranged on the joint surface between the crankcase 25 and the cylinder block 26. The crankshaft 13 and the piston 34 are connected by a connecting rod 35, and the reciprocating motion of the piston 34 is converted into the rotational motion of the crankshaft 13. A flywheel magneto device 36 is connected to the upper end of the crankshaft 13 (see FIG. 1).

A combustion chamber 37 is formed between the cylinder head 28 and the cylinder 30. The spark plug 38 is coupled from the outside of the combustion chamber 37. In the cylinder head 28, an intake port 39 and an exhaust port 40 connected to the combustion chamber 37 are formed. The intake port 39 extends toward the inside of the V bank and is connected to the intake manifold 42 of the intake device 41 arranged on the rear side. On the other hand, the exhaust port 40 extends toward the outside of the V bank and is connected to the exhaust manifold 31 of the cylinder block 26.

Further, the cylinder head 28 is arranged with an intake valve 43 and an exhaust valve 44 for opening and closing the intake port 39 and the exhaust port 40 (see FIG. 6 described later).
Exhaust camshafts 45L and 45R and intake camshafts 46L and 46R are rotatably supported between the cylinder head 28 and the cylinder head cover 29. The exhaust camshafts 45L and 45R control the opening / closing timing of the exhaust valve 44. The intake camshafts 46L and 46R control the opening / closing timing of the intake valve 43.
The air-fuel mixture is supplied to the combustion chamber 37 from the intake device 41 through the intake manifold 42 and the intake port 39. The exhaust gas burned in the combustion chamber 37 is discharged to the exhaust passage 32 through the exhaust port 40 and the exhaust manifold 31, and is purified by the catalytic converter 33. The purified exhaust gas is discharged from the center of the propeller 23 into the water through the engine holder 11, the drive shaft housing 17, and the gear case 20.

FIG. 3 is a view of line II-II shown in FIG. 1 as viewed from the direction of the arrow, and is a plan view showing an example of the configuration of the lower part of the engine 12. FIG. 4 is a perspective view showing an example of the configuration of the lower part of the engine 12. A reduction bearing holder 48 is fixed to the lower part and substantially the center of the cylinder block 26 by a plurality of bolts. The drive shaft 19 is rotatably supported by a bearing held in the reduction bearing holder 48. A timing sprocket 49 is fixed to the drive shaft 19 between the reduction driven gear 18b and the reduction bearing holder 48 (see FIG. 3). The timing sprocket 49 rotates integrally with the reduction driven gear 18b.

The first intake cam sprocket 50L, 50R is fixed to the lower ends of the intake camshafts 46L, 46R. The first intake cam sprocket 50L and 50R rotate integrally with the intake cam shafts 46L and 46R, respectively. A timing chain 51 is wound around the timing sprocket 49, the first intake cam sprocket 50L, and the first intake cam sprocket 50R. The rotation of the crankshaft 13 is transmitted to the timing sprocket 49 of the drive shaft 19 via the reduction drive gear 18a and the reduction driven gear 18b. The rotation of the timing sprocket 49 is transmitted to the first intake cam sprocket 50L and 50R via the timing chain 51. When the first intake cam sprocket 50L and 50R rotate, the intake camshafts 46L and 46R rotate, and the intake valve 43 opens and closes.

In the timing chain 51, the tension side is between the first intake cam sprocket 50L and the timing sprocket 49, and the loosening side is between the first intake cam sprocket 50R and the timing sprocket 49. A tensioner 52 and an adjuster 53 are arranged on the loosened side of the timing chain 51. The tensioner 52 has a substantially bow shape, and the tension of the timing chain 51 is adjusted by applying tension to the tension side of the timing chain 51 by the adjuster 53. Therefore, the timing chain 51 is kept so that the loose side is curved toward the tension side. On the other hand, a chain guide 54 is arranged on the tension side of the timing chain 51. The chain guide 54 is substantially linear and guides the movement of the timing chain 51. In this way, the tensioner 52 and the chain guide 54 maintain the tension and runout of the timing chain 51 in an appropriate state.

Exhaust cam sprockets 55L and 55R are fixed to the exhaust camshafts 45L and 45R. Further, the second intake cam sprocket 56L and 56R are fixed to the intake camshafts 46L and 46R at positions offset upward from the first intake cam sprocket 50L and 50R, respectively. A cam chain 57 is wound between the exhaust cam sprocket 55L and the second intake cam sprocket 56L, and between the exhaust cam sprocket 55R and the second intake cam sprocket 56R, respectively. The rotation of the intake camshafts 46L and 46R is transmitted to the exhaust cam sprocket 55R and 55L via the second intake cam sprocket 56L and 56R and the cam chain 57. When the exhaust cam sprockets 55R and 55L rotate, the exhaust camshafts 45L and 45R rotate and the exhaust valve 44 opens and closes.

An oil pump 58 is arranged below the cylinder head 28 joined to the left bank portion 27L. An oil pump driven sprocket 59 is fixed above the oil pump 58. On the other hand, the oil pump drive sprocket 60 is fixed to the lower end of the exhaust camshaft 45L. An oil pump chain 61 is wound around the oil pump drive sprocket 60 and the oil pump driven sprocket 59. The rotation of the exhaust camshaft 45L is transmitted to the oil pump driven sprocket 59 via the oil pump drive sprocket 60 and the oil pump chain 61. The oil pump 58 is driven by the rotation of the oil pump driven sprocket 59. The oil pump 58 sucks up the lubricating oil stored in the oil pan 14 and supplies it to each part of the engine 12.

Next, the oil level gauge installation structure according to this embodiment will be described.
5 and 6 are perspective views showing an example of an oil level gauge installation structure. FIG. 5 is a perspective view of the engine 12 as viewed from the left side and the rear side of the outboard motor 10. Further, FIG. 6 is a perspective view of the engine 12 cut along the line III-III shown in FIG. 2 as viewed from the same direction as in FIG.

The oil level gauge installation structure includes an oil level gauge 70 and a gauge mounting portion 80. The oil level gauge 70 has a main body portion 71, a knob portion 73, and an insertion portion 74. The main body portion 71 has a substantially rod shape and has an oil inspection portion 72 on the tip end side (see FIG. 6). The oil inspection unit 72 is composed of a mark indicating the upper limit position of the lubricating oil and a mark indicating the lower limit position on the surface of the main body portion 71. The oil inspection unit 72 may have a plurality of scales, for example. The knob portion 73 is a portion where the operator grips the oil level gauge 70. The insertion portion 74 is located between the main body portion 71 and the knob portion 73. The insertion portion 74 has a substantially cylindrical shape and can be inserted into the gauge insertion hole 81 of the gauge mounting portion 80. The oil level gauge 70 is formed linearly from the knob portion 73 to the oil inspection portion 72 of the main body portion 71.

An oil level gauge 70 is attached to the gauge attachment portion 80. The gauge mounting portion 80 has a gauge insertion hole 81 into which the insertion portion 74 of the oil level gauge 70 is inserted (see FIG. 6). The inside of the engine 12 (the inside of the oil pan 14) and the outside are communicated with each other through the gauge insertion hole 81. Further, the gauge insertion hole 81 is inclined with respect to the vertical direction of the outboard motor 10. Therefore, when the oil level gauge 70 is attached to the gauge attachment portion 80, the insertion portion 74 of the oil level gauge 70 is guided by the gauge insertion hole 81, and the axis of the oil level gauge 70 is aligned with respect to the vertical direction of the outboard motor 10. Tilt.

The gauge mounting portion 80 of this embodiment is a side portion on the right side of the engine 12, and is provided below the side wall of the cylinder head 28. That is, the gauge insertion hole 81 of the gauge mounting portion 80 is located below the side wall of the cylinder head 28 on the right side. Therefore, the oil level gauge 70 inserted into the gauge insertion hole 81 is attached to the lower part of the side wall of the cylinder head 28 on the right side. Here, the gauge insertion hole 81 (or the opening 81a of the gauge insertion hole 81) is located below the exhaust port 40 at the lowermost end of the cylinder head 28 on the right side. Here, the exhaust port 40 at the lowermost end of the cylinder head 28 on the right side is an exhaust port corresponding to the cylinder # 5 of the right bank portion 27R. In FIG. 1, the height of the exhaust port 40 at the lowermost end of the cylinder head 28 on the right side is shown by the alternate long and short dash line Le. Further, the gauge insertion hole 81 (or the opening 81a) is close to the dividing line 16c of the engine upper cover 16a and the engine lower cover 16b in a side view. Specifically, the gauge insertion hole 81 and the dividing line 16c of the engine upper cover 16a and the engine lower cover 16b overlap each other in a side view.

In the oil level gauge 70 attached to the gauge attachment portion 80, the main body portion 71 passes obliquely through the engine holder 11, and the oil inspection portion 72 is located substantially in the center of the oil pan 14. That is, the main body 71 of the oil level gauge 70 directs from the side wall of the cylinder head 28 on the right side toward the inside and the bottom of the engine 12. On the other hand, the knob portion 73 of the oil level gauge 70 is directed in the direction opposite to that of the main body portion 71, that is, outward and upward from the side wall of the cylinder head 28 on the right side.

Here, the advantages of the oil level gauge installation structure configured as described above will be described.
First, by providing the gauge insertion hole 81 in the cylinder head 28, the oil level gauge 70 can be attached to the upper side as compared with the case where the gauge hole is provided in the engine holder as in the conventional case. When the oil inspection unit 72 is located substantially in the center of the oil pan 14, the oil level gauge 70 can be attached to the upper side to reduce the inclination angle of the oil level gauge 70 with respect to the vertical direction. By reducing the inclination angle of the oil level gauge 70, the knob portion 73 protruding from the side wall of the cylinder head 28 on the right side can be brought close to the side wall of the cylinder head 28. Therefore, the size of the oil level gauge 70 protruding from the side wall of the cylinder head 28 can be reduced, so that the outboard motor 10 can be miniaturized. The cylinder block 26 has an exhaust passage 32 along a substantially vertical direction. Therefore, by providing the gauge insertion hole 81 in the cylinder head 28 that does not have the exhaust passage 32, the oil level gauge 70 can be attached without interfering with the exhaust passage 32.

Further, the oil pan 14 is located on the rear side of the drive shaft 19. The drive shaft 19 of this embodiment is located behind the crankshaft 13 by passing the reduction drive gear 18a and the reduction driven gear 18b from the crankshaft 13. That is, the oil pan 14 is mainly located below the cylinder head 28 and the cylinder head cover 29. Therefore, by providing the gauge insertion hole 81 in the cylinder head 28, the oil level gauge 70 inserted into the gauge insertion hole 81 and the oil pan 14 can be brought close to each other, and the main body 71 of the oil level gauge 70 can be miniaturized. can do.

Further, a gauge insertion hole 81 is provided on the side wall of the cylinder head 28 joined to the right bank portion 27R. Here, the first cylinder group of the cylinders # 1, # 3, and # 5 of the right bank portion 27R is offset upward with respect to the second cylinder group of the cylinders # 2, # 4, and # 6 of the left bank portion 27L. ing. That is, the lower portion of the right cylinder head 28 joined to the right bank portion 27R has more space than the lower portion of the left cylinder head 28 joined to the left bank portion 27L having the lowermost cylinder # 6. Therefore, by providing the gauge insertion hole 81 in the lower part of the cylinder head 28 on the right side, the gauge insertion hole 81 can be positioned on the upper side as compared with the case where the gauge insertion hole 81 is provided in the lower part of the cylinder head 28 on the left side. By providing the gauge insertion hole 81 in the lower part of the cylinder head 28 on the right side in this way, the oil level gauge 70 can be attached to the upper side, and the inclination angle of the oil level gauge 70 with respect to the vertical direction can be reduced.

Further, on the lower side of the engine 12, a winding transmission device for driving the valve gear is arranged. The winding transmission device has a timing chain 51 as a winding member. The timing chain 51 has a loose side between the first intake cam sprocket 50R and the timing sprocket 49, and is curved to the tension side by the tensioner 52. Here, the loosened side of the timing chain 51 is the right cylinder head 28 side joined to the right bank portion 27R. A gauge insertion hole 81 is provided on the side wall of the cylinder head 28 on the right side. That is, as shown in FIGS. 3 and 4, the oil level gauge 70 inserted from the gauge insertion hole 81 is arranged on the loose side of the timing chain 51. Therefore, the main body 71 of the oil level gauge 70 can extend linearly without interfering with the timing chain 51 by passing through the curved portion of the timing chain 51.

Further, on the lower side of the engine 12, there is an oil pump 58 that sucks up the lubricating oil stored in the oil pan 14. The oil pump 58 is located below the left cylinder head 28 joined to the left bank portion 27L. That is, the lower side of the cylinder head 28 on the right side has more space than the lower side of the cylinder head 28 on the left side where the oil pump 58 is located. Therefore, by providing the gauge insertion hole 81 in the cylinder head 28 on the right side, the main body 71 of the oil level gauge 70 can extend linearly without interfering with the oil pump 58.

Further, the gauge insertion hole 81 and the opening 81a are provided at positions close to the dividing line 16c between the engine upper cover 16a and the engine lower cover 16b. Specifically, in the side view shown in FIG. 1, the gauge insertion hole 81 and the dividing line 16c overlap each other. Further, the opening 81a is located above the dividing line 16c and below the height Le of the exhaust port 40 at the lowermost end of the cylinder head 28 on the right side. Here, the position where the engine upper cover 16a and the engine lower cover 16b are divided is a position where the width of the engine cover 15 in the left-right direction becomes wider. Therefore, by providing the gauge insertion hole 81 at a position close to the dividing line 16c, the knob portion 73 of the oil level gauge 70 inserted into the gauge insertion hole 81 is located close to the dividing line 16c. Therefore, the operator can insert and remove the oil level gauge 70 at a position of the engine cover 15 having a wide width in the left-right direction, so that maintenance can be easily performed.

Although the examples according to the present invention have been described above, the present invention is not limited to the above-mentioned examples, and changes and the like can be made within the scope of the present invention.
In the above-described embodiment, the case where the engine 12 is a V-type engine has been described, but the case is not limited to this case. For example, the engine 12 may be an in-line multi-cylinder engine. Even when the engine 12 is an in-line multi-cylinder engine, the inclination angle of the oil level gauge 70 is provided by providing the gauge insertion hole 81 on the left and right side of the engine 12 and at the lower part of the side wall of the cylinder head 28. Can be made smaller.
Further, in the above-described embodiment, the case where the engine 12 is a 6-cylinder engine has been described, but the case is not limited to this case. For example, a multi-cylinder engine other than the 6-cylinder engine may be used.

Further, in the above-described embodiment, the case where the gauge insertion hole 81 is provided in the lower portion of the side wall of the cylinder head 28 on the right side has been described, but the case is not limited to this case. For example, when the cylinder group of the left bank portion 27L is offset upward with respect to the cylinder group of the right bank portion 27R, a gauge insertion hole 81 may be provided in the lower portion of the side wall of the left cylinder head 28. Further, for example, when the loosened side of the timing chain 51 is the left cylinder head 28 side joined to the left bank portion 27R, a gauge insertion hole 81 may be provided in the lower part of the side wall of the left cylinder head 28. ..

Further, in the above-described embodiment, the case where the winding transmission device for driving the valve gear is provided under the engine 12 has been described, but the case is not limited to this case. For example, the winding transmission device may be provided on the upper part or the upper side of the engine 12.

10: Outboard unit 12: Engine 13: Crankshaft 14: Oil pan 15: Engine cover 16a: Engine upper cover 16b: Engine lower cover 18a: Reduction drive gear 18b: Reduction driven gear 19: Drive shaft 25: Crankcase 26: Cylinder Block 28: Cylinder head 29: Cylinder head cover 32: Exhaust passage 37: Combustion chamber 40: Exhaust port 51: Timing chain 52: Tensioner 70: Oil level gauge 81: Gauge insertion hole

Claims (6)

An outboard motor equipped with an engine
The engine
A cylinder block with an exhaust passage along a substantially vertical direction,
A cylinder head joined to the cylinder block and
An oil level gauge that is inserted into the gauge insertion hole provided on the left and right side of the engine and at the lower part of the side wall of the cylinder head with the axis line inclined with respect to the vertical direction. An outboard motor characterized by being equipped with. The cylinder block has a plurality of cylinders arranged in parallel vertically.
The cylinder head has a combustion chamber corresponding to each of the plurality of cylinders and a plurality of exhaust ports communicating with the exhaust passage.
The outboard motor according to claim 1, wherein the gauge insertion hole is provided below the lowermost exhaust port among the plurality of exhaust ports arranged in parallel above and below. The engine is a V-type engine in which the cylinder block and the cylinder head are arranged in a V shape in a plan view, and one of the left and right cylinder groups is arranged so as to be offset upward with respect to the other cylinder group.
The outboard motor according to claim 1 or 2, wherein the gauge insertion hole is provided in the lower part of the side wall on the cylinder group side of the side wall of the cylinder head. The engine
A crankcase joined to the cylinder block and
A crankshaft housed in the crankcase is provided.
The outboard motor
A drive shaft provided on the rear side of the crankshaft and transmitting the rotation of the crankshaft via a reduction gear,
The ship according to any one of claims 1 to 3, further comprising an oil pan provided on the rear side of the drive shaft and on the lower side of the cylinder head. Outboard motor. The engine
A winding transmission device provided under the cylinder block and the cylinder head to drive the valve gear, and a winding transmission device.
A tensioner that applies tension to the winding member of the winding transmission device is provided.
The outboard according to any one of claims 1 to 4, wherein the gauge insertion hole is provided on the side of the left and right sides of the engine on which the tensioner is arranged. Machine. The outboard motor
An engine upper cover that covers the upper side of the engine and
An engine lower cover that covers the underside of the engine is provided.
A aspect of the outboard motor, claim 1 to 5, wherein the gauge insertion hole is provided at a position close to a dividing line in which the engine upper cover and the engine lower cover are divided. The outboard motor according to any one item.

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