Skools Out
God
the older OMC products had electronic pumps and the V6's had the oil pressure switch that was usually by passed due to faults horns lol. they started those pumps around the early 80's.
JohnRudes
- Thread starter csvencer
- Start date
cterrebonne
God
OMC was the 1st to have electric shift too. and now is the only ones without it.
THEFERMANATOR
God
I believe it was 88 or 89 that OMC started the newer VRO2 that monitored the pulses. Like SKOOLS said though, early ones had no monitoring. Newer DFI engines use all electric pumps to meter the oiling now. ALL of the newer MERCS(including the regular EFI's) and the ETECS and later FICHTS have an electric pump and that goes directly into a distribution manifold that puts the oil staright to the bearings. It's going to be int5eresting to see how many powerheads fail once these electrical systems get to be 10+ years old and those pumps begin failing.
bigshrimpin
God
http://www.outboardexchange.com/225_evinrude/
We have remanufactured many of these outboard over the past 14 years. We found that the few failures with this class of outboards are due to fuel contamination or oil injection failure. As with all Evinrude outboards we build we have removed the oil injection. Fuel contamination can be prevented by installing a Racor filter and checking it regularly. They have stayed with this basic design (some ignition and cosmetic changes) for 25 years. We can build them 20” or 25’ shaft lengths.
Hmmmm . . . .
We have remanufactured many of these outboard over the past 14 years. We found that the few failures with this class of outboards are due to fuel contamination or oil injection failure. As with all Evinrude outboards we build we have removed the oil injection. Fuel contamination can be prevented by installing a Racor filter and checking it regularly. They have stayed with this basic design (some ignition and cosmetic changes) for 25 years. We can build them 20” or 25’ shaft lengths.
Hmmmm . . . .
THEFERMANATOR
God
$7200 is a bit high, but by the time you consider EVERYTHING that goes into doing a proper remanufacturing and all of the associated parts as well as labor it isn't as high as you think. Consider $3500 for a rebuilt powerhead, then the labor to swap it, then cleaning the carbs, repainting everything, changing the tilt tube out, verifying all aspects of the engine, core fees and etc and etc. $7000 comes up REAL quick! This is why so many people sell boats midway through a project. Whatever you think it will cost, multiply it by 2 at a minumum if you are doing the work, and 3 if you have somebody else doing it. It's not the big stuff that gets expensive, it's the details.
And yes they weigh in at 450-475 depending upon trim and options and shaft length. The 150/175 isn't that far behind it at 375. And the bigger 200/225's actually do as good on fuel at cruise as the 150/175's do. My 225 is burning about 12-12.5 GPH at 3900 whereas the 150/175's can suck down 10-13 GPH on the same size hull at the same RPM cruising slower. The later(93+) 200/225's are thirstier though.
Steplift 72'
Junior Member
I've heard the pro's and con's of oil injection. I've personally owned 5 OMC's with VRO systems, after the first 3 motors had problems that would have killed the motors, I disconnected them. The last two were a pair of 1997 130 hp Johnson loopers, great motors and they never ran with anything but premix, I'd had all the fun I could stand with the first 3 motors which included a 150 crossflow and a pair of 140 Evinrude loopers. I love the OMC 2 stroke motors but have had 100% failure rate with the VRO. I never let it run dry, it just doesn't work and doesn't alarm until hours too late to save anything but the lower unit. I ran a neighbors boat which had a VRO system. I told him the motor seemed to be slowing down and I added a gallon of oil to the fuel tank. He said no problem, the VRO tank was full and no alarm, adding the oil probably ruined the plugs. On the second fishing trip later (once my gallon of 2 stroke oil was consumed) the motor siezed.