OMC 400/800 Rebuilt Upper Gearcase Pricing with Video
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Last updated on 2/24/2023, 2:26:17 AM
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- Basic OMC 800 / Stringer upper unit repair $885.89
- Includes all labor (see below), disassembly, inspecting and cleaning/refurbishing parts. A new ball gear, water pump assembly, bearings and seals are then installed in the re-assembly of the unit,
- Followed by a full pressure test to ensure seals are holding in all areas of the repaired gear case.
- If any additional parts need to be replaced, the replacement parts are added on top of the basic repair cost.
- Typically, if the gears have failed in your unit, you’ll need a fully rebuilt unit. We re-manufacture and rebuild all of our OMC cases in house.
- For more information on our rebuilt parts, see our replacement upper unit assembly page.
OMC 400/800 Rebuilt Upper Gearcase
After unit is repaired, a final pressure test is performed for 12 hours to ensure the case is holding pressure.
Basic repair cost $885.89 for low profile models (1973-1985). See above for what is included in basic repair cost.
Basic repair cost $945.89 for high profile models (1964-1972)
New ball gear installed, with bearing retainer and steering re-installed. New exhaust seal and spring installed in upper.
All parts are sandblasted, cleaned and inspected to determine if they will be re-useable or if they need to be replaced.
Shown here, the main bearing housing (P/N 27950 $125.15) is checked for any cracks or excessive scouring.
The bearing retainer, which holds the ball gear onto the upper housings (P/N 27960 $81.15) is checked for any damage or cracks.
The top cover (P/N 27860 $162.95), is inspected for any leaks. One common area where excessive wear may be found is on the inside perimeter of the cover, where scouring may be found which may prevent a proper seal in order to hold pressure.
The steering and bumper are also cleaned up, and the spurs on the teeth are checked for any damage to the ends along with the bushing it sits in.
Close up of worm shaft
Loctite retaining compound is used on certain areas of the housing to make sure components are sealed tight and can withstand added pressure.
The inside of the housing, around the inside cylinder area where the water pump housing seats is checked for any cracks.
The entire bearing housing is sandblasted before re-installing into the housing.
The parts are sandblasted and inspected for pitting, chips or excessive wear.
The end of the pinion shaft is inspected around the threaded area, and cleaned in in order to ensure the pinion nut can be installed to the proper torque specs.
The holes that secure the top cover are re-tapped to ensure the securing screws can be tightened to the correct torque.
The area that houses the steering and worm shaft are cleaned to ensure to steering can move easily.
After the upper is fully disassembled and the internal components are removed, the housing is sandblasted down to the aluminum inside and out.
Shown here, the section of the housing that holds the bearing housing for the ball and pinion is polished in order for the bearing housing (P/N 27960 $81.15) to install cleanly into the housing.
The spacer shaft which holds the worm (which moves the steering shaft), is polished on a lathe.
The ball gear bearing retainer (P/N 27960 $80.15), is cleaned up and polished on the outside surface lip area so it seats evenly when installed into the housing.
The inside of the retainer is repaired by machining on a lathe to remove any pitting or minor damage. If this part has any cracks it must be replaced.
680 Loctite is applied to the inside area.
The first oil seal is then installed with 680 Loctite retaining compound.
The second oil seal is then installed flush, ensure both seals along with the Loctite will hold pressure.
