A cowling has first and second cowl portions that enclose a powerhead on a marine drive. A latching assembly is for latching the first and second cowl portions together. The latching assembly has a retainer portion fixed to the first cowl portion and a latching portion fixed to the second cowl portion. The latching portion comprises a latch arm and a bell crank, the latch arm and bell crank being rotatable into and between a latched position in which the latch arm is latched to the retainer portion and an unlatched position in which the latch arm is unlatched from the retainer portion. A novel detent mechanism mechanically retains the latch arm and bell crank in the latched position and alternately in the unlatched position. A pair of bolted connections that fix the first and second cowling portions together and are located on opposite sides of the cowling.

An intake manifold is for a marine engine having a throttle for controlling flow of intake air to the marine engine. The intake manifold has a plenum for receiving the intake air from the throttle, a plurality of intake runners which extends from upstream ends for receiving the intake air from the plenum to downstream ends for discharging the intake air to the marine engine, and a quarter wave resonator extending from an open end coupled to the plenum to a closed end, the quarter wave resonator having a tuned elongated cavity configured to attenuate sound emanating from the marine engine via the plurality of intake runners.

A boat maneuvering control method for a boat includes acquiring target route information and information about an actual position of the boat, setting a target position based on the target route information and the information about the actual position, acquiring, as a deviation amount, a distance between the target position and the boat in a predetermined direction that intersects with a target route, and controlling a magnitude of a propulsion force of a propulsion device so as to reduce the deviation amount.

An outboard engine assembly has an engine unit including an engine unit housing, an internal combustion engine disposed in the engine unit housing, the engine defining at least one combustion chamber, an exhaust system fluidly communicating with the at least one combustion chamber for supplying exhaust gases from the at least one combustion chamber to an exterior of the outboard engine assembly, a gearcase connected to the engine unit housing, a control module connected to the engine for controlling at least one operating parameter of the outboard engine assembly, and a water sensor disposed at least in part in the exhaust system for detecting presence of water in the exhaust system, the water sensor being in communication with the control module, and a propulsion device operatively connected to the engine.

An outboard motor is provided with an upper separator disposed on the lower side of an oil case for storing a lubricating oil of an engine, and an extension case which is separably connected on the lower side of the upper separator. The upper separator has a central exhaust passage through which exhaust gas flows, and a cooling water flow part through which cooling water flows on the outside of the central exhaust passage, the central exhaust passage and the cooling water flow part forming an integrated structure. The exhaust gas and the cooling water are caused to mix in the extension case.

A variable pitch propeller assembly operatively coupled with an engine and methods for controlling the pitch of a plurality of propeller blades thereof is provided. In one example aspect, the variable pitch propeller assembly includes features for combining overspeed, feathering, and reverse functionality in a single secondary control valve. The secondary control valve is operable to selectively allow a controlled amount of hydraulic fluid to flow to or from a pitch actuation assembly such that the pitch of the propeller blades can be adjusted to operate the variable pitch propeller assembly in one of a constant speed mode, a feather mode, and a reverse mode.

A marine propulsion system for a marine vessel has an outboard motor including a cowl covering an internal combustion engine that powers the outboard motor and an accelerometer mounted to the outboard motor. A control module is communicatively connected to the accelerometer. The control module receives information regarding an acceleration of the outboard motor from the accelerometer. The control module uses the information regarding the acceleration of the outboard motor to do at least one of the following: determine an angle of the outboard motor with respect to gravity; determine an amount of oil in an oil sump of the outboard motor; and determine if a reading of the amount of oil in the oil sump is accurate.

A controller performs hydrolock prevention control when an engine is started. The controller determines whether a crankshaft rotates a predetermined number of times upon starting the engine without ignition of the engine. The controller performs the ignition of the engine after the crankshaft rotates a predetermined number of times.

A detection apparatus for detecting a cam angle of a 4-stroke multi-cylinder engine in which explosion intervals are unequal intervals, includes a detection target member configured to rotate in synchronism with a camshaft, and first and second cam angle sensors configured to detect rotation of the detection target member. The detection target member includes a plurality of first detection target portions arranged, at equal pitches, as many as the number of cylinders of the multi-cylinder engine. The second cam angle sensor is arranged while being shifted in the rotation direction with respect to the first cam angle sensor such that any one of detection signals of the plurality of first detection target portions by the first cam angle sensor and the second cam angle sensor is output at a timing corresponding to each explosion interval.

There is provided a ship propulsion machine that gives a propulsive force to a ship, including: a power source; a propulsion device that converts power of the power source into a propulsive force of the ship; a power transmission mechanism that transmits power of the power source to the propulsion device; a casing that covers the power source and the power transmission mechanism; and a fine dust capturing device. The fine dust capturing device includes: a water intake which is provided in the casing and through which water around the ship propulsion machine is to be taken in, a capturer that captures fine dust contained in water taken in from the water intake, and a water outlet through which water in which the fine dust was captured by the capturer is to be discharged.