Patent Publication Number: US-11046409-B2

Title: Marine outboard engine cowling

Description:
CROSS-REFERENCE 
     The present application claims priority from U.S. Provisional Patent Application No. 62/784,123, filed Dec. 21, 2018, the entirety of which is incorporated herein by reference. 
    
    
     TECHNICAL FIELD 
     The present invention relates to cowlings for marine outboard engines. 
     BACKGROUND 
     A marine outboard engine includes a cowling which covers the engine and other internal components so as to help prevent them from being exposed to water and other exterior elements. The cowling covers at least part of the engine&#39;s exhaust system and other components located between the engine and the gearcase. 
     A marine outboard engine also includes components that need to be serviced, such as spark plugs, filters, and fuses, as well as components that do not, such as an Engine Management Module (EMM) for controlling engine operation and a throttle body. The cowling typically provides for some way of being at least in part disassembled to expose the engine components for servicing. Depending on each particular design of the cowling and depending on each particular design of the engine that the cowling covers, the servicing of the engine&#39;s components can be more or less difficult. 
     SUMMARY 
     It is an object of the present technology to ameliorate at least some of the inconveniences present in the prior art. 
     The developers of the present technology have observed that while some engine components require more frequent inspection and maintenance than other engine components, in prior art marine outboard engines, placement of the former engine components relative to the engine block in combination with the particular design of prior art cowlings makes at least some of these components relatively difficult to inspect, service and/or replace. 
     Furthermore, the developers of the present technology have observed that, in at least some prior art marine outboard engines, removing a part of the cowling to gain access to the components requiring more frequent inspections/service also exposes other components that may not require inspection or servicing. The developers of the present technology have further observed that some such other components, such as the EMM and the throttle body of the engine, may be relatively sensitive and should only be inspected and adjusted by skilled technicians, and therefore needlessly exposing these components should be discouraged. 
     In view of the above, the developers of the present technology have designed a cowling that allows for relatively easy access to engine components that typically require more frequent inspection and service while keeping other, more sensitive engine components, covered and out of sight. The cowling according to the present technology discourages “needless” access to at least some of the engine&#39;s more sensitive engine components by making these components more difficult to access. 
     More particularly, the cowling provides two panels that mate along a split line. The split line extends vertically along at least parts of the front and rear portions of the two panels and horizontally along at least parts of the top portions of the two panels. A first one of the panels is affixed to and covers one lateral side of the engine assembly with panel-to-engine-assembly connectors. Engine components of the marine outboard engine are positioned relative to the engine assembly such that the first panel covers those of the components to which access is discouraged. A second one of the panels is received on and covers the other lateral side of the engine assembly. Due to the positioning of the engine components, the second panel covers those of the components that require relatively more frequent inspections/service. 
     Unlike the first panel, the second panel is not directly attached to the engine assembly and is instead attached to the first panel via one or more panel-to-panel connectors. The second panel is therefore easier to remove from the engine assembly than the first panel. When the second panel is detached and removed from the first panel, the first panel remains attached to the engine and thereby maintains the components to which access is discouraged out of view of the person(s) servicing the engine. If required, the first panel can be removed from the engine assembly by taking additional steps which include removing panel-to-engine-assembly connectors. 
     According to one aspect of the present technology, there is provided a marine outboard engine comprising: an internal combustion engine assembly comprising an internal combustion engine and having a front, a back, a top, a first lateral side, and a second lateral side; an electrical system operatively connected to the internal combustion engine to operate the internal combustion engine, the electrical system comprising a fuse assembly; a fuel filter operatively connected to the internal combustion engine to supply fuel to the internal combustion engine from an external fuel tank; a spark plug connected to the internal combustion engine; a gearcase including one of a propeller and an impeller operatively connected to the internal combustion engine assembly; a swivel bracket operatively connected to the internal combustion engine assembly; and a cowling at least partially covering the internal combustion engine assembly. 
     In some embodiments, the cowling includes: a service panel disposed on the first lateral side of the internal combustion engine assembly and engaging the first lateral side via at least one first damping member that positions the service panel relative to the first lateral side, and an affixed panel disposed on the second lateral side of the internal combustion engine assembly and engaging the second lateral side via at least one second damping member that positions the affixed panel relative to the second lateral side, the service and affixed panels defining a split line therebetween and being removably attached to each other by a panel-to-panel connector. 
     In some embodiments, the fuse assembly, the fuel filter, and the spark plug are all mounted to one of: the first lateral side of the internal combustion engine assembly, and the affixed panel proximate to the split line, so as to be at least in part accessible from the first lateral side of the internal combustion engine when the service panel is detached and removed from the affixed panel with the affixed panel remaining on the second lateral side of the internal combustion engine. 
     In some embodiments, the fuse assembly comprises fuses and relays. 
     In some embodiments, the internal combustion engine assembly further comprises an exhaust housing attached to and extending downward from the internal combustion engine to the gearcase. 
     In some embodiments, the affixed panel is further connected to the internal combustion engine assembly via a panel-to-engine-assembly connector. 
     In some embodiments, the panel-to-engine-assembly connector is a resilient connector; the internal combustion engine includes an engine block; and the resilient connector is removably attached to one of: a component of the internal combustion engine, the engine block, the exhaust housing, and the gearcase. 
     In some embodiments, the resilient connector is a rubber cord having first and second end portions and a mid portion extending between the first and second end portions; part of the second end portion has a first diameter; the mid portion has a second diameter; the first diameter is larger than the second diameter; the first end portion is fixed to the affixed panel; the second end portion is removably received in one of a recess and an aperture defined in the one of: the component of the internal combustion engine, the engine block, the exhaust housing, and the gearcase; the first diameter is larger than a diameter of the second recess; and the resilient connector is in tension. 
     In some embodiments, the resilient connector is a first resilient connector of a plurality of resilient connectors; the plurality of resilient connectors includes: a first resilient connector attached to a front side of the internal combustion engine assembly, and a second resilient connector attached to the back of the internal combustion engine assembly. 
     In some embodiments, the internal combustion engine further includes: a cylinder block, and a cylinder head connected to the cylinder block, the cylinder head and the cylinder block defining a cylinder therebetween; the spark plug is received in a corresponding aperture defined in the cylinder head and extends in part into the cylinder; a vertical bank plane defines a bank angle of the cylinder block relative to a vertical longitudinal center plane of the marine outboard engine, the vertical bank plane passing through a central axis of the cylinder; and the spark plug is disposed at least in part between the vertical bank plane and the service panel. 
     In some embodiments, the marine outboard engine further includes an ignition coil operatively connected to the spark plug, the ignition coil is mounted to one of the first lateral side of the internal combustion engine assembly, and the affixed panel proximate to the split line. 
     In some embodiments, the service panel and the affixed panel each include an air intake aperture in a top portion thereof and a baffle; the internal combustion engine has an air intake; and the baffles define a tortuous air path between each baffle and the respective service panel and the affixed panel, the tortuous air path guiding air from the air intake aperture toward the air intake of the internal combustion engine. 
     In some embodiments, the marine outboard engine further includes a first baffle attached to the service panel and a second baffle attached to the affixed panel. In some such embodiments, the first and second baffles are disposed on opposite sides of a vertical longitudinal center plane of the internal combustion engine and extend from the top of the internal combustion engine to the back of the internal combustion engine; the service panel defines a first air intake aperture in a top portion thereof; the affixed panel defines a second air intake aperture in a top portion thereof; the internal combustion engine has an air intake; the first baffle defines a first portion of a tortuous air path between the first baffle and the service panel, the first portion of the tortuous air path guiding air from the first air intake aperture toward the air intake of the internal combustion engine; and the second baffle defines a second portion of the tortuous air path between the second baffle and the affixed panel. In some such embodiments, the second portion of tortuous air path guides air from the second air intake aperture downward, along the back of internal combustion engine assembly. 
     In some embodiments, the internal combustion engine further includes: a cylinder block, and a cylinder head connected to the cylinder block, the cylinder head and the cylinder block defining a cylinder therebetween; the spark plug is received in a corresponding aperture defined in the cylinder head and extends in part into the cylinder; the cylinder head is angularly offset from a vertical longitudinal center plane of the marine outboard engine by a bank angle; and the bank angle is selected such that a majority of the cylinder head is disposed on a same side of the vertical longitudinal center plane as the service panel. 
     In some embodiments, the marine outboard engine further includes an engine cooling circuit thermostat, an engine cooling circuit blow off valve, an ignition coil, a starter motor, and a vapor separator. In some such embodiments, the engine cooling circuit thermostat, the engine cooling circuit blow off valve, the ignition coil, the starter motor, and the vapor separator are operatively connected to the internal combustion engine and mounted to one of the first lateral side of the internal combustion engine assembly, and the affixed panel proximate to the split line. 
     In some embodiments, the marine outboard engine further includes a fuel injector operatively connected to the internal combustion engine and mounted to the first lateral side of the internal combustion engine assembly. 
     In some embodiments, the electrical system comprises an Engine Management Module (EMM); the marine outboard engine further comprises a throttle body operatively connected to the internal combustion engine; and at least one of the EMM and the throttle body is disposed on the second lateral side between the internal combustion engine and the affixed panel. 
     In some embodiments, the marine outboard engine further includes a tilt-trim system coupled to the swivel bracket for adjusting a tilt-trim angle of the internal combustion engine, an Engine Management Module (EMM) operatively connected to the tilt-trim system to operate the tilt-trim system, the EMM being part of the electrical system, and a tilt-trim button operatively connected to the EMM for operating the tilt-trim system via the EMM. In some such embodiments, the tilt-trim button is on an outer side of the affixed panel. 
     In some embodiments, the marine outboard engine further includes battery terminals operatively connected to a starter motor of the internal combustion engine assembly for connecting a battery thereto. In some such embodiments, the battery terminals are on an outer side of the affixed panel. 
     According to one aspect of the present technology, there is provided a marine outboard engine that includes an internal combustion engine assembly comprising and internal combustion engine and having a front, a back, a top, a first lateral side, and a second lateral side; an electrical system operatively connected to the internal combustion engine to operate the internal combustion engine, the electrical system comprising battery terminals for connecting an external battery to the electrical system; a gearcase including one of a propeller and an impeller operatively connected to the internal combustion engine assembly; a swivel bracket operatively connected to the internal combustion engine and coupled to a tilt-trim system for adjusting a tilt-trim angle of the internal combustion engine; a tilt-trim button operatively connected to the tilt-trim system to operate the tilt-trim system; and a cowling at least partially covering the internal combustion engine. 
     In some such embodiments, the cowling includes: a service panel disposed on the first lateral side of the internal combustion engine assembly and engaging the first lateral side via at least one first damping member, and an affixed panel disposed on the second lateral side of the internal combustion engine assembly and engaging the second lateral side via at least one second damping member, the service and affixed panels defining a split line therebetween and being removably attached to each other by a connector. In some such embodiments, the battery terminals are at least one of disposed on an outer side of the affixed panel, mounted to the first lateral side of the internal combustion engine assembly and mounted to the affixed panel proximate the split line. In some such embodiments, the tilt-trim button is disposed on an outer side of the affixed panel. 
     In some embodiments, the marine outboard engine further includes a lubricant reservoir mounted to the internal combustion engine assembly, a lubricant hose fluidly connected at one end to the lubricant reservoir, and a lubricant filler cap assembly fluidly connected to another end of the lubricant hose. In some such embodiments, the lubricant filler cap assembly is attached to the affixed panel. 
     In some embodiments, the marine outboard engine further includes a fuse assembly, a fuel filter, and a spark plug, the fuse assembly being part of the electrical system, the fuel filter being operatively connected to the internal combustion engine to supply fuel to the internal combustion engine from an external fuel tank, the spark plug being connected to the internal combustion engine. In some such embodiments, the fuse assembly and the fuel filter are mounted to one of: the first lateral side of the internal combustion engine assembly, and the affixed panel proximate to the split line; and the spark plug is mounted to the first lateral side of the internal combustion engine assembly. 
     In some embodiments, the marine outboard engine further includes a fuel supply hose operatively connected via one end to the internal combustion engine for supplying fuel to the internal combustion engine, and at least one communication wire operatively connected via one end to the EMM. In some such embodiments, the fuel supply hose and the at least one communication wire is at least one of attached to the outer side of the affixed panel, mounted to the first lateral side of the internal combustion engine assembly and mounted to the affixed panel proximate the split line. 
     In some embodiments, the affixed panel includes a rigging panel that stays with the affixed panel when the service panel is detached and removed from the affixed panel, and a rigging grommet bracket attached to the rigging panel. In some such embodiments, another end of the fuel supply hose is received through a first aperture defined through the rigging grommet bracket; and another end of the at least one communication wire is attached to the rigging grommet bracket. 
     In some embodiments, the marine outboard engine further includes a gearcase lubricant reservoir fluidly connected to a cavity defined in the gearcase, the cavity containing a lubricant. In some such embodiments, the at least a part of the gearcase lubricant reservoir is one of: transparent and translucent; the gearcase lubricant reservoir is attached to the affixed panel; and at least the part of the gearcase lubricant reservoir is visible when the service panel is detached and removed from the affixed panel with the affixed panel remaining on the second lateral side of the internal combustion engine. 
     In some embodiments, the cowling further comprises a top cap covering a top portion of the service panel and a top portion of the affixed panel. 
     In some embodiments, the cowling further comprises a rear seam cover covering at least in part the split line. 
     The foregoing examples are non-limiting. 
     For purposes of this application, terms related to spatial orientation such as forward, rearward, upward, downward, left, and right, should be understood in a frame of reference where the propeller position corresponds to a rear of the marine outboard engine and where the outboard engine is oriented such that its driveshaft extends vertically. Terms related to spatial orientation when describing or referring to components or sub-assemblies of the engine separately from the engine should be understood as they would be understood when these components or sub-assemblies are mounted to the engine, unless specified otherwise in this application. 
     Embodiments of the present technology each have at least one of the above-mentioned object and/or aspects, but do not necessarily have all of them. It should be understood that some aspects of the present technology that have resulted from attempting to attain the above-mentioned object may not satisfy this object and/or may satisfy other objects not specifically recited herein. 
     Additional and/or alternative features, aspects and advantages of embodiments of the present technology will become apparent from the following description, the accompanying drawings and the appended claims. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       For a better understanding of the present technology, as well as other aspects and further features thereof, reference is made to the following description which is to be used in conjunction with the accompanying drawings, where: 
         FIG. 1  is a left side elevation view of a marine outboard engine; 
         FIG. 2  is a top, front, right side perspective view of the marine outboard engine of  FIG. 1  with a service panel removed 
         FIG. 3  is a sectional view of the marine outboard engine of  FIG. 1 , taken through section line  3 - 3  of  FIG. 2 ; 
         FIG. 4  is a top, rear, left side perspective view of the marine outboard engine of  FIG. 1  with a cowling removed; 
         FIG. 5  is a top, front, left side perspective view of the marine outboard engine of  FIG. 1  with the cowling shown disassembled; 
         FIG. 6  is a top, front, left side perspective view of the marine outboard engine of  FIG. 1  with a top cap of the cowling being detached; 
         FIG. 7A  is a top, front, right side perspective view of an affixed panel of the marine outboard engine of  FIG. 1 ; 
         FIG. 7B  is a close-up view of a part of the affixed panel of  FIG. 7A ; 
         FIG. 8  is a top, front, left side perspective view of the affixed panel of  FIG. 7A ; 
         FIG. 9  is a top, front, left side perspective view of the service panel of the marine outboard engine of  FIG. 1 ; 
         FIG. 10  is a top, rear, right side perspective view of the service panel of  FIG. 9 ; and 
         FIG. 11  is a top, rear, right side perspective view of the marine outboard engine of  FIG. 1  with the cowling removed and baffles thereof shown. 
     
    
    
     DETAILED DESCRIPTION 
     Referring to  FIG. 1 , a marine outboard engine  100  includes an internal combustion engine assembly  101  for powering and propelling the marine outboard engine  100 . The internal combustion engine assembly  101  includes an internal combustion engine  102 , an exhaust housing  105 , a gearcase  106 , and a propeller  110 . 
     The exhaust housing  105 , which can be sometimes known as a driveshaft housing, an exhaust casing, or an upper casing, extends downward from the internal combustion engine  102  to the gearcase  106 . In the present embodiment, the exhaust housing  105  houses, inter alia, a driveshaft  107 . The driveshaft  107  connects a crankshaft  115  ( FIG. 3 ) of the internal combustion engine  102  to a transmission  111  disposed in a lubricant-containing cavity  116  defined in the gearcase  106 . It is contemplated that the driveshaft  107  could be disposed outside of the exhaust housing  105 . It is contemplated that the element connecting the internal combustion engine  102  to the gearcase  106 , in the present embodiment the exhaust housing  105 , could define no exhaust conduits therethrough. It is also contemplated that the exhaust housing  105 , or other element used instead of the exhaust housing  105  to connect the gearcase  106  to the internal combustion engine  102 , could be made of multiple parts. It is also contemplated that additional parts, such as an exhaust plate or an exhaust guide could be disposed between the exhaust housing  105  and the internal combustion engine  102 . 
     The gearcase  106  includes a propeller shaft  109  connected at a front end thereof to the transmission  111 . A skeg  108  extends from a bottom of the gearcase  106 . It is contemplated that the marine outboard engine  100  could have any other transmission. The rear end of the propeller shaft  109  extends rearward out of the gearcase  106 . The propeller  110  is mounted onto the rear end of the propeller shaft  109  for propelling the marine outboard engine  100 . It is contemplated that the marine outboard engine  100  could have a jet drive with a gearcase having an impeller (not shown) instead of the propeller  110 . 
     The marine outboard engine  100  further includes a stern bracket  112  and a swivel bracket  114  that are used to mount the internal combustion engine assembly  101  to a watercraft. The stern bracket  112  is attachable to a stern (not shown) of the watercraft and can take various forms, the details of which are conventionally known. The internal combustion engine assembly  101  is pivotably connected to the swivel bracket  114  via upper engine mounts  117  and lower engine mounts  119  to pivot about a vertical steering axis (not shown). This allows for steering of the marine outboard engine  100  and the watercraft to which it is attached. It is contemplated that any other mechanism could be used for mounting the marine outboard engine  100  onto a watercraft. 
     The swivel bracket  114  is pivotably connected to the stern bracket  112  to pivot relative to the stern bracket  112  about a horizontal tilt-trim axis  118 . Briefly referring to  FIG. 6 , the stern bracket  112  and the swivel bracket  114  are coupled to a tilt-trim system  120 , the details of which are known. The tilt-trim system  120  is connected to a pair of tilt-trim buttons  121  via which the tilt-trim system  120  can be controlled to adjust a tilt-trim angle of the internal combustion engine  102 . The electrical connection between the tilt-trim system  120  and the tilt-trim buttons  121 , as well as the positioning of the tilt-trim buttons  121 , are described in more detail below. 
     Referring back to  FIG. 1 , the marine outboard engine  100  further includes a cowling  124  that covers the internal combustion engine  102  and the exhaust housing  105 . The cowling  124  includes an affixed panel  126  covering the left lateral side of both the internal combustion engine  102  and the exhaust housing  105 , and a service panel  128  ( FIGS. 3 and 5 ) covering the right lateral side of both the internal combustion engine  102  and the exhaust housing  105 . For simplicity, the lateral left side and the lateral right side will be referred to below as “left side” and “right side”, respectively. 
     Briefly referring to  FIG. 6 , the affixed and service panels  126 ,  128  are bolted to each other and define a split line  129  therebetween. The split line  129  at the top of the affixed and service panels  126 ,  128  is covered by a top cap  130  of the cowling  124 . The top cap  130  clips onto the affixed and service panels  126 ,  128  to cover part of the split line  129 . It is contemplated that a different mounting could be used to attach the top cap  130  to the affixed and service panels  126 ,  128 . When installed, the top cap  130  also covers parts of the front, top and back sides of both the affixed panel  126  and the service panel  128 . 
     Briefly referring to  FIG. 5 , the split line  129  at the rear of the affixed and service panels  126 ,  128  is covered by a rear seam cover  127 . In the present embodiment, the rear seam cover  127  is bolted to the outer back side of the affixed and service panels  126 ,  128  after the service panel  128  is attached to the affixed panel  126 . It is contemplated that a different mounting could be used to attach the rear seam cover  127  to the affixed and service panels  126 ,  128 . The rear seam cover  127  is symmetric about the vertical longitudinal center plane  131  of the internal combustion engine  102 , but this need not be the case. 
     As will be described in more detail below, the cowling  124  and the components covered thereby are arranged to make it easier to inspect and/or service at least some components of the internal combustion engine  102  that require regular servicing and/or check-ups (for convenience, referred to below as “regular maintenance components”), while making it more difficult to access at least some of the other components of the internal combustion engine  102  (for convenience, referred to below as “other components”). 
     More particularly, and referring to  FIG. 2 , the regular maintenance components are positioned on the right side of the internal combustion engine  102  under the service panel  128 . These components are visible and accessible when the service panel  128  is detached and removed from the affixed panel  126  with the affixed panel  126  remaining on the left side of the internal combustion engine  102  as shown in  FIG. 2 . As described in more detail below, some of the regular maintenance components are positioned along a rear edge  166  of the affixed panel  126  which defines the split line  129 . The regular maintenance components are therefore both visible and accessible when the service panel  128  is detached and removed from the affixed panel  126  with the affixed panel  126  remaining on the left side of the internal combustion engine  102 . 
     Further, to simplify removal of the service panel  126 , components of the outboard engine  100  that connect or otherwise engage both the internal combustion engine assembly  101  and the cowling  124  (for example by wire, hose or the like) are connected, mounted or extended through the affixed panel  126  and, as such, do not need to be disconnected to enable access to the regular maintenance components. In addition, to discourage needless access to the other components, the other components are positioned on the left side of the internal combustion engine  102  under the affixed panel  126 , between the affixed panel  126  and the internal combustion engine  102 . To this end, and as described in more detail below, the affixed panel  126  is mounted to be relatively more difficult to remove from the internal combustion engine  102  than the service panel  128 . In addition to discouraging needless access to the other components, the relatively more permanent nature of the affixed panel  126  assists technicians in assembling the marine outboard engine  100  by making it easier to connect various engine components to the affixed panel  126  as a result of not having to manually hold the affixed panel  126  in place. Additionally, some of the other components are mounted to the affixed panel  126  instead of being mounted to the internal combustion engine  102 . This helps reduce vibration transmitted from the internal combustion engine  102  to these components. 
     Referring to  FIG. 3 , it is contemplated that in alternative embodiments, the affixed panel  126  and the service panel  128  could be mirrored relative to a vertical longitudinal center plane  131  of the marine outboard engine  100 . In such embodiments, the panel on the right side of the internal combustion engine  102  would be the “affixed panel”, and the panel on the left side of the internal combustion engine  102  would be the “service panel”. In such embodiments, the regular maintenance components would be positioned on the left side of the internal combustion engine  102  under the service panel, and the other components would be positioned on the right side of the internal combustion engine  102  under the affixed panel. 
     Now referring to  FIGS. 2 and 3 , the internal combustion engine  102  and its components, starting from the right and front sides of the internal combustion engine  102 , will be described in more detail. The internal combustion engine  102  includes an engine block  132 . The engine block  132  includes a cylinder block  134 , a cylinder head  136 , and a crankcase  138 . The cylinder block  134  is disposed between the cylinder head  136  and the crankcase  138 , with the cylinder head  136  being the rearmost part of the engine block  132 . 
     Referring to  FIG. 3 , the cylinder block  134  and the cylinder head  136  define three vertically-in-line cylinders  144  therebetween. It is contemplated that a different number and/or arrangement of cylinders could be used. Each of the cylinders  144  defines a central axis  146  and has a piston  142 . Each of the pistons  142  reciprocates along its respective central axis  146 . In the present embodiment, a vertical bank plane  141  passes through the central axis  146  of each cylinder  144 . The reciprocating pistons  142  connect to and drive the vertical crankshaft  115  of the internal combustion engine  102 . As shown, the crankshaft  115  is disposed inside the crankcase  138 . 
     As best shown in  FIG. 3 , the cylinder block  134  is angularly offset from the vertical longitudinal center plane  131  of the marine outboard engine  100  by a bank angle  140 . The bank angle  140  is defined between the vertical bank plane  141  and the vertical longitudinal center plane  131 . The bank angle  140  is selected such that a majority of the cylinder head  136  is disposed on a same side of the vertical longitudinal center plane  131  as the service panel  128 . In the present embodiment, the bank angle  140  is fifteen degrees, but it is contemplated that the bank angle  140  could be different in magnitude. 
     Referring back to  FIG. 2 , a flywheel/magneto  150  is located on top of the engine block  132 . The flywheel portion  151  of the flywheel/magneto  150  is connected directly to a top end of the crankshaft  115  to be driven thereby. The flywheel portion  151  of the flywheel/magneto  150  has a toothed outside circumference that is selectively engaged by a pinion gear  152  driven by a starter motor  154  to rotate the flywheel portion  151  to crank and start the internal combustion engine  102 . More particularly, when the starter motor  154  is activated, the pinion gear  152  extends upward to engage and rotate the flywheel portion  151 , thereby cranking and starting the internal combustion engine  102 . 
     The flywheel/magneto  150  is part of and powers an electrical system  156  that enables and controls operation of the marine outboard engine  100  during operation. Briefly referring to  FIG. 4 , part of the electrical system  156  is an Engine Management Module (EMM)  170 . The EMM  170  requires inspection relatively less frequently than some of the other engine components. Therefore, the EMM  170  is positioned on the left side of the internal combustion engine  102  under the affixed panel  126 . This discourages needless access to the EMM  170 . 
     Referring to  FIGS. 2 and 3 , the spark plugs  158  are also part of the electrical system  156 . In the present embodiment, there are three spark plugs  158 , one for each of the three cylinders  144 . As shown in  FIG. 3 , each of the spark plugs  158  is received in a corresponding aperture defined through the right side of the cylinder head  136  and extends into a respective one of the cylinders  144 . In the present embodiment, the spark plugs  158  are disposed between the bank plane  141  and the service panel  128 . The spark plugs  158  are therefore visible and accessible when the service panel  128  is detached and removed from the affixed panel  126 . Each of the spark plugs  158  is electrically connected to a respective ignition coil  160  which is mounted to the cylinder head  136  on the right side of the internal combustion engine  102 . 
     As shown in  FIG. 3 , the ignition coils  160  are mounted proximate to the rear edge  166  of the affixed panel  126 , and therefore proximate to the split line  129 , so as to be visible and accessible when the service panel  128  is detached and removed from the affixed panel  126 . The ignition coils  160  are disposed between the bank plane  141  and the vertical longitudinal center plane  131 . In the present embodiment, the ignition coils  160  and the spark plugs  158  are on opposite sides of the vertical bank plane  141 . It is contemplated that one or more of the ignition coils  160  could be mounted to the affixed panel  126 , proximate to the rear edge  166  to provide for the visibility and accessibility as described above. The ignition coils  160  send electrical impulses to the respective ones of the spark plugs  158  to generate sparks that ignite the fuel injected into the respective ones of the cylinders  144  by respective ones of fuel injectors  162 . 
     Also part of the electrical system  156  is a fuse assembly  164  ( FIG. 2 ). The fuse assembly  164  contains fuses and relays (not shown) which protect and enable operation of the various components of the electrical system  156 . As shown in  FIG. 2 , the affixed panel  126  includes a baffle  167  along its inner side and to which the fuse assembly  164  is mounted at a top back side thereof. The fuse assembly  164  is thereby located proximate to the rear edge  166  of the affixed panel  126 , at a top part of the rear edge  166 . More particularly, the fuse assembly  164  is disposed near a top, rear corner of the affixed panel  126 , above the engine block  132  and between the bank plane  141  and the vertical longitudinal center plane  131 . Mounting the fuse assembly  164  to the baffle  167  reduces vibration received by the fuse assembly  164  from the internal combustion engine  102  during operation. 
     The position of the fuse assembly  164  relative to the affixed panel  126  makes the fuse assembly  164  visible when the service panel  128  is detached and removed from the affixed panel  126  with the affixed panel  126  remaining on the left side of the internal combustion engine  102 . The position of the fuse assembly  164  relative to the affixed panel  126  also makes the fuse assembly  164  accessible for inspecting and/or replacing the fuses and/or relays, when the service panel  128  is detached and removed from the affixed panel  126  with the affixed panel  126  remaining on the left side of the internal combustion engine  102 . In some embodiments, the fuse assembly  164  is mounted to the internal combustion engine  102  on the same side as the service panel  128  so as to at least provide the accessibility aspect described directly above. 
     Still referring to  FIG. 2 , an engine cooling circuit thermostat  168  is positioned at a top rear part of the engine block  132 . This position makes the engine cooling circuit thermostat  168  visible and accessible from the right side of the internal combustion engine  102  when the service panel  128  is detached and removed from the affixed panel  126  with the affixed panel  126  remaining on the left side of the internal combustion engine  102 . The engine cooling circuit thermostat  168  is part of a cooling circuit (not shown) of the internal combustion engine  102 . Also part of the cooling circuit is an engine cooling circuit blow off valve  172  for releasing fluid from the cooling circuit in case overpressure thereof occurs. The engine cooling circuit blow off valve  172  is positioned on the top, rear, right side of the internal combustion engine  102 , forward of the thermostat  168 . 
     A fuel system  174  of the marine outboard engine  100  is described next, with reference to  FIGS. 2 and 3 . The fuel system  174  includes fuel injectors  162 , a fuel supply hose  176 , a fuel pump and vapor separator assembly  178 , and a fuel filter  180  connected to the fuel pump and vapor separator assembly  178  via respective fuel hoses (not separately labeled). Each of these fuel system components is positioned on the right side of the internal combustion engine  102  and are visible and accessible when the service panel  128  is detached and removed from the affixed panel  126 . In operation, fuel flows from an external tank (not shown) via the fuel supply hose  176  to the fuel pump and vapor separator assembly  178 , and then to the fuel injectors  162  via the fuel filter  180 . Some of the fuel supplied to the fuel injectors  162  is recirculated back to the fuel pump and vapor separator assembly  178 . Each of these fuel system components is described next, in order. 
     As shown in  FIG. 3 , the fuel injectors  162  are connected to the cylinder head  136  and are disposed on the right side of the vertical longitudinal center plane  131  as a result of the bank angle  140 , and are positioned at a back side of the engine block  132 . This relative positioning of the fuel injectors  162  with respect to the vertical longitudinal center plane  131  provides service access thereto when the service panel  128  is detached and removed from the affixed panel  126  with the affixed panel  126  remaining on the left side of the internal combustion engine  102 . 
     The fuel supply hose  176  is fluidly upstream of the fuel pump and vapor separator assembly  178 . A front part of the fuel supply hose  176  is received through a grommet (not separately labeled) in a rigging grommet bracket  186  and terminates at a quick-connect fitting  188 . In some embodiments, the fuel supply hose  176  is attached to the outer side of the affixed panel  126 . In some embodiments, the fuel supply hose  176  is mounted to the right side of the internal combustion engine assembly  101 . In some embodiments, the fuel supply hose  176  is mounted to the affixed panel  126  proximate the split line  129 . In some cases, such positioning improves access to the fuel supply hose  176 . 
     The affixed panel  126  includes a left rigging panel  190  that is attached along a front side thereof. The rigging grommet bracket  186  is L-shaped and is friction fitted into a congruously shaped slot  187  ( FIG. 7A ) defined in the left rigging panel  190 . As shown in  FIG. 2 , the rigging grommet bracket  186  stays with the left rigging panel  190  at the front of the affixed panel  126  when the service panel  128  is detached and removed from the affixed panel  126  with the affixed panel  126  remaining on the left side of the internal combustion engine  102 . 
     The quick-connect fitting  188  on the outer end of the fuel supply hose  176  allows an external fuel tank (not shown) provided with a hose having a corresponding quick-connect fitting (not shown) to be fluidly connected to the quick-connect fitting  188  to supply fuel to the fuel pump and vapor separator assembly  178 . The fuel pump and vapor separator assembly  178  includes a vapor separator (not separately labeled) which stores some of the fuel for removing vapor therefrom. The fuel pump and vapor separator assembly  178  also includes a fuel pump (not separately labeled). The fuel pump supplies fuel from the fuel pump and vapor separator assembly  178  to the fuel injectors  162  via the fuel filter  180  and respective additional fuel hoses. 
     Still referring to  FIG. 2 , the internal combustion engine  102  further includes an engine lubrication system  192 . The engine lubrication system  192  lubricates various parts of the internal combustion engine  102 , as its name implies. The engine lubrication system  192  includes a lubricant filler cap assembly  194 , a lubricant filler hose  196 , a lubricant reservoir  198 , a remote lubricant supply hose  200 , and a lubricant pump  202 . Lubricant is poured into the lubricant reservoir  198  via the lubricant filler cap assembly  194  and the lubricant filler hose  196 , respectively. In cases where an external lubricant supply is connected to the remote lubricant supply hose  200 , lubricant is supplied to the lubricant reservoir  198  via the remote lubricant supply hose  200 . The lubricant pump  202  supplies lubricant from the lubricant reservoir  198  to various parts of the internal combustion engine  102 , as described below. Each of these engine components is described next, in order. 
     The lubricant filler cap assembly  194  is received through and fixed within an aperture  195  ( FIG. 7A ) defined through a top of the affixed panel  126  near a front thereof. A lubricant filler cap (not separately labeled) of the lubricant filler cap assembly  194  is disposed on the top of the affixed panel  126  for allowing lubricant to be poured into a lubricant opening (not shown) of the lubricant filler cap assembly  194  when the lubricant filler cap is removed. 
     A neck portion  204  of the lubricant filler cap assembly  194  is disposed under the top of the affixed panel  126  and directs the lubricant into a top end of the lubricant filler hose  196 . The lubricant filler hose  196  directs the lubricant into the lubricant reservoir  198 . The remote lubricant supply hose  200  also connects to the lubricant reservoir  198 . Similar to the fuel supply hose  176 , a front part of the lubricant supply hose  200  is received through a grommet (not separately labeled) in the rigging grommet bracket  186 . 
     The lubricant supply hose  200  can be fluidly connected to a hose from a remote lubricant supply. This connection allows lubricant to be supplied to the lubricant reservoir  198  from the remote lubricant supply. Since the lubricant filler cap assembly  194 , lubricant filler hose  196 , and the remote lubricant supply hose  200  are all attached to the affixed panel  126 , detaching and removing the service panel  128  from the affixed panel  126  for servicing the marine outboard engine  100  does not disturb these elements and the associated fluid connections. 
     In the present embodiment, the lubricant reservoir  198  is made of three connected parts (not separately labeled) that are molded from plastic. The lubricant reservoir  198  is attached to a rear portion of the exhaust housing  105  proximate a lower part of the engine block  132 . As shown by  FIGS. 2 and 4 , the lubricant reservoir  198  is U-shaped and wraps around the rear portion of the exhaust housing  105  from a right side of the exhaust housing  105  to the left side of the exhaust housing  105 . It is contemplated that a different construction and/or position and/or materials could be used, or that the lubricant reservoir  198  and associated components could be omitted entirely. 
     Still referring to  FIG. 2 , the lubricant pump  202  fluidly connects to the lubricant reservoir  198  via a lubricant hose  206  and pumps lubricant from the lubricant reservoir  198  to various parts of the internal combustion engine  102 . As an example, the lubricant pump  202  pumps lubricant to the crankcase  138  to lubricate the crankshaft  115 . As another example, the lubricant pump  202  pumps lubricant to each of the pistons  142 . 
     In the present embodiment, the lubricant pump  202  is attached to a rear top of the engine block  132  by an inverted-U shaped bracket  208 . The position of the bracket  208  relative to the engine block  132  is selected so that the lubricant pump  202  is visible and accessible from the right side of the internal combustion engine  102  when the service panel  128  is detached and removed from the affixed panel  126  with the affixed panel  126  remaining on the left side of the internal combustion engine  102 . The lubricant hose  206  is routed from the lubricant reservoir  198  to the lubricant pump  202  on the right side of the internal combustion engine  102  so as to be visible and accessible when the service panel  128  is detached and removed from the affixed panel  126 . 
     Now referring to  FIG. 4 , the engine components disposed on the rear and left sides of the internal combustion engine  102  are described next in more detail. 
     To optimize power output, the internal combustion engine  102  is provided with an exhaust valve assembly  210 , commonly known as R.A.V.E.™ valve assembly  210 , and a muffler  212  on the left side thereof. The muffler  212  wraps in part around the left and back sides of the internal combustion engine  102  and the exhaust housing  105 . The muffler  212  has an exhaust pipe  214  that extends rearward out of the cowling  124  and exhausts the exhaust gases from the internal combustion engine  102  when the internal combustion engine  102  is idling or is operated at very low speeds. When the internal combustion engine  102  is operated at moderate to high speeds, exhaust gases are exhausted via an exhaust conduit (not shown) that extends through the exhaust housing  105  and terminates at the propeller  110 . 
     Still referring to  FIG. 4 , the left side of the internal combustion engine  102  further includes a throttle body  216  and an air intake plenum  218  for bringing air to the cylinders  144  for combustion. The throttle body  216  is positioned vertically above, and in part rearward, of the EMM  170 . The throttle body  216  defines an air intake  220  of the internal combustion engine  102 . In the present embodiment, the air intake  220  faces rearward. The throttle body  216  fluidly connects the air intake  220  to the air intake plenum  218 . 
     The throttle body  216  controls air supply into the air intake plenum  218  when the internal combustion engine  102  operates. In the present embodiment, the EMM  170  is attached to the air intake plenum  218 . The air intake plenum  218  extends in front of and above the EMM  170  on the left side of the engine block  132 . The air intake plenum  218  guides air received from the air intake  220  via the throttle body  216  to an air intake manifold (not shown) of the internal combustion engine  102 . 
     Still referring to  FIG. 4 , the marine outboard engine  100  further includes a remote gearcase lubricant reservoir  222 . The gearcase lubricant reservoir  222  fluidly connects to the lubricant-containing cavity  116  ( FIG. 1 ) in the gearcase  106  as schematically shown with a dashed reference line  223  in  FIGS. 1 and 4 . As the marine outboard engine  100  operates, lubricant in the cavity  116  of the gearcase  106  changes in temperature. When temperature of the lubricant in the cavity  116  rises, the lubricant expands. Any excess lubricant flows up to the gearcase lubricant reservoir  222  via the lubricant hose  223 . When temperature of the lubricant in the cavity  116  drops, the lubricant contracts and flows back into the cavity  116 . 
     Briefly referring to  FIG. 7A , the gearcase lubricant reservoir  222  is attached to the affixed panel  126 , proximate the rear edge  166  thereof. The gearcase lubricant reservoir  222  is elongate and positioned vertically along the rear edge  166 . The gearcase lubricant reservoir  222  is as a result visible and accessible from the right side of the internal combustion engine  102  when the service panel  128  is detached and removed from the affixed panel  126  with the affixed panel  126  remaining on the left side of the internal combustion engine  102 . 
     The gearcase lubricant reservoir  222  is translucent. More particularly, in the present embodiment, a sidewall  224  of the gearcase lubricant reservoir  222  is made of a translucent plastic. Therefore, when the service panel  128  is detached and removed from the affixed panel  126  with the affixed panel  126  remaining on the left side of the internal combustion engine  102 , the sidewall  224  is visible and it is thus possible to observe a condition of lubricant that may be contained in the gearcase lubricant reservoir  222 . 
     It is contemplated that a part of the sidewall  224  of the gearcase lubricant reservoir  222  could be translucent or transparent. As an example, it is contemplated that the gearcase lubricant reservoir  222  could have a translucent or transparent observation window in the sidewall  224 . In some such embodiments, the gearcase lubricant reservoir  222  is positioned relative to the affixed panel  126  so that the translucent/transparent part/window is visible when the service panel  128  is detached and removed from the affixed panel  126  so as to provide for the lubricant viewing function described above. In some embodiments of the marine outboard engine  100 , the gearcase lubricant reservoir  222  is omitted. 
     The construction of the affixed and service panels  126 ,  128  and the positioning of the various engine components relative thereto will be described next, in detail. The construction of the affixed and service panels  126 ,  128  is described in the order of their assembly of the marine outboard engine  100 . Hence, the affixed panel  126  is described first. 
     Referring to  FIGS. 5 and 6 , the affixed panel  126  is received on the left side of the internal combustion engine  102  and covers all of: the left side of the flywheel/magneto  150 , the EMM  170 , the left side of the lubricant reservoir  198 , the R.A.V.E. valve assembly  210 , the left side of the muffler  212 , the throttle body  216  and the air intake plenum  218 . The affixed panel also covers a majority of the left side of the exhaust housing  105 . In the present embodiment, the affixed panel  126  is received on the left side of the internal combustion engine  102  on a pair of resilient engine cover mounts  226 . The resilient engine cover mounts  226  position the affixed panel  126  relative to the left side of the internal combustion engine  102 . The resilient engine cover mounts  226  also help reduce vibration transmitted from the internal combustion engine  102  to the affixed panel  126 . Therefore, each resilient engine cover mount  226  is an example of a damping member. It is contemplated that a different kind of damping members could be used instead of or in combination with the resilient engine cover mounts  226 . 
     As best shown in  FIG. 5 , an upper one of the resilient engine cover mounts  226  is fixed to and extends outwardly leftward from a lower portion of the engine block  132 . A lower one of the resilient engine cover mounts  226  is fixed to and extends outwardly leftward from a middle portion of the exhaust housing  105 . In the present embodiment, the resilient engine cover mounts  226  are fixed to the engine block  132  and the exhaust housing  105  via respective ones of post portions  227  of the resilient engine cover mounts  226 . 
     The post portions  227  of the resilient engine cover mounts  226  are cast into the engine block  132  and the exhaust housing  105 . It is contemplated that a different construction and/or attachment means of the resilient engine cover mounts  226  to the exhaust housing  105  could be used. To help improve vibration isolation, each of the two resilient engine cover mounts  226  includes a resilient bushing  228  mounted to an outer end of the post portion  227  thereof. The resilient bushings  228  are frustoconical in shape and are made of rubber. 
     Now also referring to  FIG. 7A , the resilient bushings  228  of the resilient engine cover mounts  226  on the left side of the internal combustion engine  102  are matingly received in respective ones of ribbed cylindrical members  230  ( FIG. 7A ) defined by the affixed panel  126  on an inner side thereof. As shown, the ribbed cylindrical members  230  extend from the inner side of the affixed panel  126  toward the left side of the internal combustion engine  102  and the exhaust housing  105 , respectively. 
     The ribbed cylindrical members  230  receive respective ones of the resilient bushings  228  therein. One such engagement is seen in  FIG. 3 . Engagement between the inner ribbed surfaces of the ribbed cylindrical members  230  and respective ones of the resilient bushings  228  positions the affixed panel  126  relative to the left side of the internal combustion engine  102  and isolates some of the engine&#39;s  102  vibration from the affixed panel  126 . 
     The ribbed cylindrical members  230  are made from the same material as the rest of the affixed panel  126 . It is contemplated that different mating shapes and/or materials of the resilient engine cover mounts  226  and the ribbed cylindrical members  230  could be used. It is contemplated that the resilient engine cover mounts  226  could be placed in different positions relative to the internal combustion engine assembly  101  and/or that a different number of resilient engine cover mounts  226  could be used. It is contemplated that the resilient bushings  228  could be omitted. It is also contemplated that the affixed panel  126  could have the resilient engine cover mounts  226  and the exhaust housing  105  could have the ribbed cylindrical members  230 . 
     Returning to  FIG. 7A , once the affixed panel  126  is received on the resilient engine cover mounts  226 , it is attached to the internal combustion engine assembly  101 , and more particularly to the internal combustion engine  102  and the exhaust housing  105 , via three resilient rubber cords  232 . In the present embodiment, the affixed panel  126  is not bolted or screwed to the internal combustion engine  102  or the exhaust housing  105 . 
     In the present embodiment, one of the three cords  232  is fixed at one end to a top portion of the inner side of the affixed panel  126 . A second one of the three cords  232  is fixed at one end to a bottom rear portion of the inner side of the affixed panel  126 . A third one of the three cords  232  is fixed at one end to a lower front portion of the inner side of the affixed panel  126 , between the first two of the cords  232 . 
     The three cords  232  are all the same and therefore only the construction of the upper one of the cords  232  will be described in detail. The components of the other two cords  232  are labeled with the same reference numerals as the corresponding components of the upper one of the cords  232 . Each of the cords  232  is a resilient connector and is an example of what is referred to in the present specification as a panel-to-engine-assembly connector. It is contemplated that a different arrangement and/or number and/or combination of the panel-to-engine-assembly connectors could be used to attach the affixed panel  126  to the internal combustion engine assembly  101 . 
     For example, it is contemplated that one or more of the resilient engine cover mounts  226  could include some means, such as a locking element, for keeping the affixed panel  126  on the internal combustion engine assembly  101  while the service panel  128  is detached and removed therefrom. In such embodiments, the one or more of the resilient engine cover mounts  226  would serve as panel-to-engine-assembly connectors. It is contemplated that a combination of different panel-to-engine-assembly connectors could be used. 
     Referring to  FIGS. 7A and 7B , the upper cord  232  has a first end portion  234 , a second end portion  236 , and a mid portion  238  extending between the first and second end portions  234 ,  236 . An end part  235  of the first end portion  234  is formed to have a larger diameter than a diameter of the mid portion  238 . The first end portion  234  is removably received in an aperture  240  defined in the affixed panel  126  by the end part  235  having been manually forced therethrough. More particularly, the aperture  240  is defined in a flat metal member  242  that is part of the affixed panel  126  and is bolted to two plastic resilient engine cover mounts (not separately labeled) protruding from the inner side of the affixed panel  126 . 
     As best shown in  FIG. 7B , the end part  235  of the first end portion  234  is disposed between the flat metal member  242  and the inner side of the affixed panel  126 . The aperture  240  is smaller in diameter than the end part  235 . Therefore, the end part  235  engages the aperture  240  when pulled away from the inner side of the affixed panel  126  and thereby holds first end portion  234  in place. It is contemplated that first end portion  234  of the upper cord  232  could be attached to the affixed panel  126  via a different means. It is also contemplated that the aperture  240  could be a recess defined in a side of the flat metal member  242 . In such embodiments, the first end portion  234  of the upper cord  235  would be received in the recess by being manually pressed therein from the side of the flat metal member  242 . 
     Still referring to  FIGS. 7A and 7B , an end part  237  of the second end portion  236  of the upper cord  232  is formed to have a larger diameter than a diameter of the mid portion  238 . Now referring to  FIG. 2 , after the affixed panel  126  has been placed onto the resilient engine cover mounts  226 , the second end portion  236  of the upper cord  232  is stretched away from the inner side of the affixed panel  126  and is then inserted into a recess  244  defined in the inverted-U shaped bracket  208  that holds the lubricant pump  202 . The diameter of the end part  237  of the second end portion  236  is larger than a diameter of the recess  244 . The end part  237  therefore engages the recess  244  and holds the second end portion  236  in place, against the tension force applied thereto by the stretched portion of the upper cord  232 . 
     Returning to  FIG. 2 , the second end portions  236  of the other two cords  232  are similarly stretched away from the inner side of the affixed panel  126  and inserted into and engage corresponding recesses  246  and  248 . More particularly, the second end portion  236  of the lower rear one of the cords  232  is received in a recess  246  defined in a lower rear portion of the exhaust housing  105 . The second end portion  236  of a lower front one of the cords  232  is received in a recess  248  defined in a lower front portion of the exhaust housing  105 . 
     The three cords  232  are thus in tension, engage respective ones of the recesses  244 ,  246 ,  248  and thereby hold the affixed panel  126  on the resilient engine cover mounts  226  on the left side of the internal combustion engine  102  while various engine components are being attached to the affixed panel  126  during assembly of the marine outboard engine  100  or after a service of the marine outboard engine  100  requiring removal of the affixed panel  126 . The three cords  232  also hold the affixed panel  126  on the resilient engine cover mounts  226  on the left side of the internal combustion engine  102  when the service panel  128  is detached and removed from the affixed panel  126  for servicing the engine components on the right side of the internal combustion engine  102 . In at least some cases, this makes the servicing easier. 
     Reference is now made back to  FIGS. 5 to 7  to describe the affixed panel  126  panel in more detail. The affixed panel  126  defines part of a rigging area  254  at a front side thereof, of which the left rigging panel  190  with the rigging grommet bracket  186  are a part. The rigging area  254  is covered by the front of the top cap  130  when mounted to the rest of the cowling  124 . In the present embodiment, communication wires  191  that extend from the EMM  170  are attached at their outer ends to the rigging panel  190 . In some embodiments, the communication wires  191  are attached to the rigging panel  190  by being passed through additional one or more grommets (not separately labeled) in one or more respective apertures defined through the rigging grommet bracket  186 . In some embodiments, the communication wires  191  are attached to the outer side of the affixed panel  126 . In some embodiments, the communication wires  191  are mounted to the right side of the internal combustion engine assembly  101 . In some embodiments, the communication wires  191  are mounted to the affixed panel  126  proximate the split line  129 . In some cases, such positioning improves access to the communication wires  191 . 
     As shown in  FIG. 5  and schematically in  FIG. 6 , the communication wires  191  at their outer ends include quick-connect connectors (not separately labeled). These quick-connect connectors are used to connect to matching quick-connect connectors (not shown) from wires leading from various marine outboard engine controls (not shown) at the helm (not shown) of the watercraft with which the marine outboard engine  100  is used. These “drive-by-wire” controls may include, for example a throttle and a gear shifter (not shown) that communicate over a controller area network (CAN) bus, although it is contemplated that the communication wires  191  may carry analog signals to and/or from the EMM  170 . 
     It is contemplated that any suitable communication wires, including a single wire, and/or any suitable connectors could be used to connect controls to the marine outboard engine  100 . In the present embodiment, a length of each communication wire  191  extends past the rigging grommet bracket  186 , into the space between the rigging area  254  and the top cap  130 . Similarly, a length of each of the fuel supply hose  176  and the remote lubricant supply hose  200  extend past the rigging grommet bracket  186 , into the space between the rigging area  254  and the top cap  130 . 
     It is also contemplated that the quick-connect connectors of the communication wires  191 , the fuel supply hose  176  and the remote lubricant supply hose  200  could be mounted directly in the left rigging panel, such that the wires  191  and hoses  176  and  200  do not extend beyond the rigging area and that the corresponding wires and hoses from the watercraft are plugged into connectors mounted flush with the left rigging panel  190 , a right rigging panel  278  (described below) and/or the rigging grommet bracket  186 . It is also contemplated that such connectors could be located under the cowling  124 , along the right lateral side of the internal combustion engine assembly  101  or mounted to the affixed panel  126  proximate the split line  129 , such that they are accessible when the service panel  128  is detached and removed for servicing the marine outboard engine  100 . 
     In the present embodiment, the left rigging panel  190  also includes battery terminals  256  thereon. The battery terminals  256  are for connecting an external battery (not shown) thereto, for powering the starter motor  154 . Having the communication wires  191  and the battery terminals  256  on the left rigging panel  190  allows the communication wires  191  and the electrical wires from the battery terminals  256  to remain undisturbed when the service panel  128  is detached and removed from the affixed panel  126  for servicing the marine outboard engine  100 . In some embodiments, the battery terminals  256  are disposed on the outer side of the affixed panel  126 . In some embodiments, the battery terminals  256  are mounted to the right side of the internal combustion engine assembly  101  so as to be accessible when the service panel  128  is detached and removed from the affixed panel  126 . In some embodiments, the battery terminals  256  are mounted to the affixed panel  126  proximate the split line  129 . In some cases, such positioning improves access to the battery terminals  256 . 
     Referring to  FIG. 7A , the affixed panel  126  further includes two pieces of acoustic insulation foam  258  and the baffle  167  attached to an inner side thereof. The pieces of acoustic insulation foam  258  are disposed one above the other and conform to the shape of the inner side of the affixed panel  126 . It is contemplated that a different acoustic insulation arrangement could be used. As mentioned above, the baffle  167  has the fuse assembly  164  attached thereto. More particularly, the fuse assembly  164  is mounted to the baffle  167  via a pair of clip arms  271 . The clip aims  271  removably receive the fuse assembly  164  therebetween. The baffle  167  is molded from plastic, but a different material and/or manufacturing method could be used. It is contemplated that a different mounting means could be used. 
     Referring to  FIGS. 8 and 11 , the baffle  167  defines a portion  259  of a tortuous air path  261  ( FIG. 11 ) between the baffle  167  and the inner side of the affixed panel  126 . The portion  259  of the air path  261  starts at an air intake aperture  262  ( FIG. 8 ) defined at a top rear portion of the affixed panel  126 . As shown in  FIG. 11 , the portion  259  of the air path  261  guides air from the intake aperture  262  downward, along the back side of the internal combustion engine assembly  101 . 
     The air intake  220  is disposed vertically lower than the air intake aperture  262  in the affixed panel  126 , but vertically higher than a bottom edge  264  of the baffle  167 . As shown in  FIG. 11 , air from the intake aperture  262 , in flowing toward the air intake  220 , first flows downward and rearward from the intake aperture  262  along an outer surface of the baffle  167  toward the bottom edge  264  of the baffle  167 . The air then turns around the bottom edge  264  of the baffle  167  to flow upward toward the air intake  220 , as shown with arrows  266  and  268 . At this point, the air flows past engine components that are disposed between the bottom edge  264  of the baffle  167  and the air intake  220  of the internal combustion engine  102 . 
     Now referring to  FIG. 8 , the outer side of the affixed panel  126  will be described in more detail. As shown, the tilt-trim buttons  121  for operating the tilt-trim system  120  are mounted to a front portion of the outer side of the affixed panel  126 . The body of the tilt-trim buttons  121  extends through the affixed panel  126  to the inner side of the affixed panel  126 . At an inner side of the body of the tilt-trim buttons  121  is a female electrical quick-connector  270 , shown schematically in  FIG. 8 . 
     The female electrical quick-connector  270  is disposed on the inner side of the affixed panel  126  and mates with a matching male quick-connector  272 , also shown schematically in  FIG. 8 . The male quick-connector  272  electrically connects the tilt-trim buttons  121  to the EMM  170  via electrical wires  273  for operating the tilt-trim system  120 . The electrical wires  273  are disposed on the left side of the internal combustion engine  102 , between the EMM  170  and the affixed panel  126 . It is contemplated that the male and female connectors  270 ,  272  could be reversed and could be otherwise located. It is contemplated that any suitable matching quick-connect connectors could be used. 
     Mounting the tilt-trim buttons  121  on the affixed panel  126  and running the electrical wires  273  on the left side of the internal combustion engine  102 , in combination with the cords  232  holding the affixed panel  126  on the left side of the internal combustion engine  102 , allows the electrical connection between the tilt-trim buttons  121  and the tilt-trim system  120  to be undisturbed when the service panel  128  is detached and removed from the affixed panel  126  for servicing the marine outboard engine  100 . 
     When the affixed panel  126  needs to be removed for servicing engine components on the left side of the internal combustion engine  102 , the male quick-connector  272  of the electrical wires  273  can be detached from the female electrical quick-connector  270  of the tilt-trim buttons  121  by reaching behind the left rigging panel  190  after the service panel  128  has been detached and removed from the affixed panel  126 , and pulling it out of the female electrical quick-connector  270 . This allows the affixed panel  126  to be removed from the left side of the internal combustion engine  102  without pulling on the electrical wires  273  leading to the EMM  170 . 
     Still referring to  FIG. 8 , in the present embodiment, the affixed panel  126  has no engine access apertures in its outer side. The affixed panel  126  may therefore be referred to as unitary. Omitting such access apertures in at least some cases makes it easier and quicker to manufacture the affixed panel  126 , in comparison with prior art cowlings which had access apertures and which required additional panels to be made to cover the access apertures. 
     Now referring to  FIGS. 2, 5, 6, 9 and 10 , the service panel  128  will be described in more detail. 
     As can be seen from  FIGS. 2 and 5 , the service panel  128  is received on the right side of the internal combustion engine  102  and covers all of: the right side of the flywheel/magneto  150 , the starter motor  154 , the right side of the fuse assembly  164 , the engine cooling circuit blow off valve  172 , the spark plugs  158 , the fuel pump and vapor separator assembly  178 , the fuel filter  180 , the lubricant filler hose  196 , the right side of the lubricant reservoir  198 , and the lubricant pump  202 . The service panel  128  also covers a majority of the right side of the right side of the exhaust housing  105 . 
     In the present embodiment, the service panel  128  is received on the right side of the internal combustion engine  102  on a pair of resilient engine cover mounts  226  with resilient bushings  228 . The resilient engine cover mounts  226  on the right side of the internal combustion engine  102  are similar to the resilient engine cover mounts  226  on the left side of the internal combustion engine  102 . The resilient engine cover mounts  226  on the right side of the internal combustion engine  102  have therefore been labeled with the same reference numerals as the resilient engine cover mounts  226  on the left side of the internal combustion engine  102  and will not be described in detail. 
     Now referring to  FIG. 9 , the resilient bushings  228  of the resilient engine cover mounts  226  on the right side of the internal combustion engine  102  are matingly received in respective ones of ribbed cylindrical members  230  defined by the service panel  128  on an inner side thereof. The ribbed cylindrical members  230  of the service panel  128  are similar to the ribbed cylindrical members  230  of the affixed panel  126 . The ribbed cylindrical members  230  of the service panel  128  have therefore been labeled with the same reference numerals as the ribbed cylindrical members  230  of the affixed panel  126  and will not be described in detail. 
     Engagement between the inner surfaces of the ribbed cylindrical members  230  of the service panel  128  and the respective ones of the resilient bushings  228  on the right side of the internal combustion engine  102  positions the service panel  128  relative to the right side of the internal combustion engine  102  and isolates some of the engine&#39;s  102  vibration from the service panel  128 . 
     Referring to  FIGS. 5 and 6 , once the service panel  128  is received on the resilient engine cover mounts  226  on the right side of the internal combustion engine  102 , the service panel  128  is bolted to the affixed panel  126 . In the present embodiment, the service panel  128  is connected to the affixed panel  126  with bolts  274 , received through apertures (not separately labeled, best shown in  FIG. 10 ) defined through the service panel  128  at various locations around an outer perimeter of the service panel  128 . 
     The bolts  274  ( FIG. 5 ) are inserted into and tightened in corresponding threaded apertures (not separately labeled, best shown in  FIG. 7A ) in the affixed panel  126 . The resilient cords  232  holding the affixed panel  126  on the left side of the internal combustion engine  102  assist assembly by holding the affixed panel  126  in place while the bolts  274  are being inserted into the threaded apertures in the affixed panel  126  and tightened. 
     Each of the bolts  274  is an example of what is referred to in the present specification as a panel-to-panel connector  274 . It is contemplated that a different type and/or combination and/or number of the panel-to-panel connectors  274  could be used to removably attach the service panel  128  to the affixed panel  126 . Examples of different panel-to-panel connectors  274  include clasps, latches, or the like. Unlike the affixed panel  126 , the service panel  128  is not directly attached to the internal combustion engine  102  or the exhaust housing  105 . 
     Returning to  FIG. 9 , the service panel  128  will now be described in more detail. The service panel  128  defines the other part of the rigging area  254  at a front side thereof. The service panel  128  includes the right rigging panel  278  in the front side thereof. The right rigging panel  278  is fixed to the service panel  128  and defines a slot  280 . The slot  280  slidably receives the right side of the rigging grommet bracket  186  therein when the service panel  128  is attached to the affixed panel  126 . The right rigging panel  278  thereby sandwiches the rigging grommet bracket  186  against the left rigging panel  190  and keeps it in place. 
     Still referring to  FIG. 9 , similar to the affixed panel  126 , the service panel  128  also includes two pieces of acoustic insulation foam  281  and a baffle  282 , all of which are attached to the inner side of the service panel  128 . The two pieces of acoustic insulation foam  281  and the baffle  282  are approximately mirror images of the acoustic insulation foam  258  and the baffle  167  of the affixed panel  126 , respectively. 
     Referring to  FIGS. 10 and 11 , the baffle  282  defines another portion  284  of the tortuous air path  261  ( FIG. 11 ) between the baffle  282  and the inner side of the service panel  128 . The portion  284  of the air path  261  starts at an air intake aperture  286  ( FIG. 10 ) defined at a top rear portion of the service panel  128 . As shown in  FIG. 11 , the portion  284  of the air path  261  guides air from the air intake aperture  286  toward the air intake  220  of the internal combustion engine  102 . 
     The portion  284  of the air path  261  is similar to the portion  259  of the air path  261  and is therefore not described in detail. As shown in  FIG. 11 , in the present embodiment, the portions  259 ,  284  of the air path  261  merge before reaching the air intake  220  of the internal combustion engine  102 . It is contemplated that this need not be the case. For example, it is contemplated that the internal combustion engine  102  could have multiple air intakes with a dedicated air path for each one of the multiple air intakes. 
     As shown in  FIG. 11 , when the cowling  124  is assembled, the baffles  167  and  282  are disposed on opposite sides of the vertical longitudinal center plane  131  of the internal combustion engine  102  and extend from the top of the internal combustion engine  102  to the back of the internal combustion engine  102 . In the present embodiment, the baffles  167  and  282  are positioned approximately symmetrically about the vertical longitudinal center plane  131 . It is contemplated that the baffles  167  and  282  could be attached to the engine block  132  or each other instead of the respective ones of the affixed and service panels  126 ,  128 . 
     As shown in  FIG. 10 , the service panel  128  has no engine access apertures in its outer side. The service panel  128  may therefore be referred to as unitary. Omitting such access apertures in at least some cases makes it easier and quicker to manufacture the service panel  128 , in comparison with prior art cowlings which had access apertures and which required additional panels to be made to cover the access apertures. 
     Referring to back to  FIG. 6 , after the affixed and service panels  126 ,  128  are attached to each other and after the rear seam cover  127  is bolted thereto, the top cap  130  is clipped onto the tops of the affixed and service panels  126 ,  128  to complete the cowling  124 . In contrast to prior art cowlings, the cowling  124  is comprised primarily of two panels split along a vertical, longitudinal central plane, providing a simplified cowling structure and does not require the horizontal split that is common with prior art cowlings. 
     It is contemplated that any suitable material(s) and manufacturing methods could be used, so long as the functionality described in this document is provided. Modifications and improvements to the above-described embodiments of the present technology may become apparent to those skilled in the art. The foregoing description is intended to be exemplary rather than limiting.