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Author Topic:   2000 Yamaha 150

fishtales posted 04-15-2009 01:37 PM ET (US)
[Give] feedback on the 2000 Yamaha 150-HP V6 Saltwater Series outboard motor (which is fuel injected). Any [comments about the performance of the motor] would be greatly appreciated.--John
TransAm posted 04-15-2009 04:14 PM ET (US)
Generally speaking, Yamaha V6 engines have been very solid since they came to market in the mid-1980's and late-1980's, the exception being some of the early 2000-era 250 and 300 HPDI motors. The V6 150 in its various configurations has been a workhorse for Yamaha over the years and I know of no significant [defects] with these motors. I have owned three 175HP Yamaha built on the same block as the 150 and logged over 1,500 hours on them in the past with nothing but regular service. Although the motor in question here is newer, I think you will find it has a similar reputation.
However, aside from their solid history, the most important factor in looking at purchasing a used outboard motor is the service record and specific use of the motor. Picking an engine with a solid reputation is only the 1st step. A thorough inspection, maintenance history, cylinder compression verification and verification of the engines usage are more important that the engine brand. Very few motors survive constant neglect.

Peter posted 04-15-2009 05:19 PM ET (US)
Fuel injected means its got the Ox66 EFI system. It's not a direct fuel injected motor, but a more simple electronic fuel injection system whereby the fuel is injected into the into the air stream feeding into the crankcase. The EFI injectors simply replace carburators. The EFI system will start easier and run smoother than the carburated version.
I'm not sure whether the 2.6L (150/175/200) version of the Ox66 had a cylinder management scheme but the 3.1L version (225/250) had such and it would run on 5 cylinders at idle to 850 RPM, 4 cylinders from 850+ to about 2000 RPM and then all 6 cylinders after 2000 RPM. If it does, when running at no wake speeds the motor might sound like its lost two cylinders as compared to a carburetor V6 at the same speed but it would be normal.
TransAm posted 04-15-2009 06:03 PM ET (US)
What Peter has suggested regarding cylinder management is correct. I have a pair of 1999 OX66 250-HP Yamaha's that replaced a pair of 1994 carburetor 225-HP Yamaha motors. However, I have not noticed any ill effects of the cylinder reduction at low RPM, although I know others who have and it is indeed normal. In fact, the OX66 motors seem to run a little smoother at all RPM compared to my carburator 225 motors, despite the 225 motor being a good overall performer. There is no occasional coughing or sneezing that you may encounter with carburator motors though.
You may find this interesting reading as well (Link).
jimh posted 04-15-2009 07:59 PM ET (US)
[Moved from THE GAM. THE GAM is a general discussion. PERFORMANCE focuses on optimizing performance of boats via motors and propeller.]
jimh posted 04-15-2009 08:08 PM ET (US)
We should confirm if the motor is an Ox66 model before lauding too many benefits on it.
TransAm posted 04-15-2009 09:45 PM ET (US)
The assumption of this motor being an OX66 model came about as all fuel injected Saltwater Series motors of this model year designation were OX66 models including the V-max series. The Saltwater Series designation was not given to 150 HP carburated motor or "C" designated economy versions.
TransAm posted 04-15-2009 09:48 PM ET (US)
Confirmation of the motor in question would be helpful as the Saltwater Series designation for c.2000 Yamaha V-6 motors was more specifically referred to as "Saltwater Series 2".
Peter posted 04-15-2009 09:54 PM ET (US)
I don't think the HPDI motors have ever been called the "Saltwater Series".
fishtales posted 04-15-2009 10:00 PM ET (US)
All the responses have been very helpful. That is all the information I have regarding the motor. He did not refer to it as a "Saltwater Series 2" model so I am thinking it is not.
Thanks again,
John
TransAm posted 04-15-2009 10:17 PM ET (US)
For clarity, the motor is either a Saltwater Series 2 or not a Saltwater Series. There was no plain "Saltwater Series" in model year 2000.
Regarding HPDI motors as being referred to as Saltwater Series, I have not heard of that either. The assumptive statement made was that all fuel injected Saltwater Series motors of this model year were OX66 models. That would exclude HPDI.
fishtales posted 04-15-2009 10:26 PM ET (US)

The way it was worded to me was the way I stated in my original post. Yamaha 150 V6 fuel injected Saltwater Series. Thats all I have. Sorry for the confusion but thats all I have.
Thanks,
John
Peter posted 04-16-2009 08:26 AM ET (US)
There is little doubt in my mind that it's an Ox66 EFI V6 2.6L 90 degree block. To confirm, the model ID on the bracket tag should start with an SX150. Good motor. With ethanol in the fuel these days, I'd have someone check out the condition VST carefully. I've read about the possibility of corrosion caused by ethanol.
The only thing I'm not fond of is that it weighs over 450 lbs. Heavy for a 2-stroke 150.
Jeff posted 01-04-2013 10:08 PM ET (US)
[Reviving and old thread]
I am bringing this thread back as I am looking for some clarity about a motor on a boat I am buying. The motor is, I believe, a 2000 model year Saltwater Series II [SWS II] Yamaha 150 and I am wondering if this is an EFI motor like you were talking about above?
Here are images:
http://smg.photobucket.com/albums/v427/jeff_rohlfing/ 190%20Grady%20White/?action=view¤t=0022.jpg
http://smg.photobucket.com/albums/v427/jeff_rohlfing/ 190%20Grady%20White/?action=view¤t=017.jpg
http://smg.photobucket.com/albums/v427/jeff_rohlfing/ 190%20Grady%20White/?action=view¤t=018.jpg
http://smg.photobucket.com/albums/v427/jeff_rohlfing/ 190%20Grady%20White/?action=view¤t=019.jpg
http://smg.photobucket.com/albums/v427/jeff_rohlfing/ 190%20Grady%20White/?action=view¤t=020.jpg
Peter posted 01-05-2013 07:24 AM ET (US)
Jeff -- It's not the EFI version. It's simple to determine -- there is no VST tank on port side and the lower part of the cowling does not say "Ox66 Fuel Injection".
With today's questionable E10 fuel quality, I prefer the carburated version over the EFI version. It's less complicated and doesn't have a VST tank that can be corroded by ethanol or have a filter within the VST tank that can clog up. It doesn't have an oxygen sensor that can foul up and reduce performance. It might be a little more difficult to start for someone who has no idea how to start a carburated 2-stroke outboard motor.
One thing to watch for on the Yamaha V6 is the float switch mechanism in the engine oil reservoir. The float sometimes can get stuck in the low oil position and that causes the system to continuously demand oil from the boat oil reservoir causing the engine oil reservoir to overflow. The excess oil runs into the oil pan and also into a tube that runs from the cap to the air intake. If this happens, the motor will smoke alot and run rough as if the air/fuel mixture is too rich, which it is. This has happened on our 1996 200 HP a couple of times. Each time it seems as if the float switch got stuck because the float switch mechanism got jostled when tilted up while trailering or while on a mooring in a storm causing the boat (a Grady-White by the way) to "pound" in the waves.

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Author	Topic: 2000 Yamaha 150
fishtales	posted 04-15-2009 01:37 PM ET (US) [Give] feedback on the 2000 Yamaha 150-HP V6 Saltwater Series outboard motor (which is fuel injected). Any [comments about the performance of the motor] would be greatly appreciated.--John
TransAm	posted 04-15-2009 04:14 PM ET (US) Generally speaking, Yamaha V6 engines have been very solid since they came to market in the mid-1980's and late-1980's, the exception being some of the early 2000-era 250 and 300 HPDI motors. The V6 150 in its various configurations has been a workhorse for Yamaha over the years and I know of no significant [defects] with these motors. I have owned three 175HP Yamaha built on the same block as the 150 and logged over 1,500 hours on them in the past with nothing but regular service. Although the motor in question here is newer, I think you will find it has a similar reputation. However, aside from their solid history, the most important factor in looking at purchasing a used outboard motor is the service record and specific use of the motor. Picking an engine with a solid reputation is only the 1st step. A thorough inspection, maintenance history, cylinder compression verification and verification of the engines usage are more important that the engine brand. Very few motors survive constant neglect.
Peter	posted 04-15-2009 05:19 PM ET (US) Fuel injected means its got the Ox66 EFI system. It's not a direct fuel injected motor, but a more simple electronic fuel injection system whereby the fuel is injected into the into the air stream feeding into the crankcase. The EFI injectors simply replace carburators. The EFI system will start easier and run smoother than the carburated version. I'm not sure whether the 2.6L (150/175/200) version of the Ox66 had a cylinder management scheme but the 3.1L version (225/250) had such and it would run on 5 cylinders at idle to 850 RPM, 4 cylinders from 850+ to about 2000 RPM and then all 6 cylinders after 2000 RPM. If it does, when running at no wake speeds the motor might sound like its lost two cylinders as compared to a carburetor V6 at the same speed but it would be normal.
TransAm	posted 04-15-2009 06:03 PM ET (US) What Peter has suggested regarding cylinder management is correct. I have a pair of 1999 OX66 250-HP Yamaha's that replaced a pair of 1994 carburetor 225-HP Yamaha motors. However, I have not noticed any ill effects of the cylinder reduction at low RPM, although I know others who have and it is indeed normal. In fact, the OX66 motors seem to run a little smoother at all RPM compared to my carburator 225 motors, despite the 225 motor being a good overall performer. There is no occasional coughing or sneezing that you may encounter with carburator motors though. You may find this interesting reading as well (Link).
jimh	posted 04-15-2009 07:59 PM ET (US) [Moved from THE GAM. THE GAM is a general discussion. PERFORMANCE focuses on optimizing performance of boats via motors and propeller.]
jimh	posted 04-15-2009 08:08 PM ET (US) We should confirm if the motor is an Ox66 model before lauding too many benefits on it.
TransAm	posted 04-15-2009 09:45 PM ET (US) The assumption of this motor being an OX66 model came about as all fuel injected Saltwater Series motors of this model year designation were OX66 models including the V-max series. The Saltwater Series designation was not given to 150 HP carburated motor or "C" designated economy versions.
TransAm	posted 04-15-2009 09:48 PM ET (US) Confirmation of the motor in question would be helpful as the Saltwater Series designation for c.2000 Yamaha V-6 motors was more specifically referred to as "Saltwater Series 2".
Peter	posted 04-15-2009 09:54 PM ET (US) I don't think the HPDI motors have ever been called the "Saltwater Series".
fishtales	posted 04-15-2009 10:00 PM ET (US) All the responses have been very helpful. That is all the information I have regarding the motor. He did not refer to it as a "Saltwater Series 2" model so I am thinking it is not. Thanks again, John
TransAm	posted 04-15-2009 10:17 PM ET (US) For clarity, the motor is either a Saltwater Series 2 or not a Saltwater Series. There was no plain "Saltwater Series" in model year 2000. Regarding HPDI motors as being referred to as Saltwater Series, I have not heard of that either. The assumptive statement made was that all fuel injected Saltwater Series motors of this model year were OX66 models. That would exclude HPDI.
fishtales	posted 04-15-2009 10:26 PM ET (US) The way it was worded to me was the way I stated in my original post. Yamaha 150 V6 fuel injected Saltwater Series. Thats all I have. Sorry for the confusion but thats all I have. Thanks, John
Peter	posted 04-16-2009 08:26 AM ET (US) There is little doubt in my mind that it's an Ox66 EFI V6 2.6L 90 degree block. To confirm, the model ID on the bracket tag should start with an SX150. Good motor. With ethanol in the fuel these days, I'd have someone check out the condition VST carefully. I've read about the possibility of corrosion caused by ethanol. The only thing I'm not fond of is that it weighs over 450 lbs. Heavy for a 2-stroke 150.
Jeff	posted 01-04-2013 10:08 PM ET (US) [Reviving and old thread] I am bringing this thread back as I am looking for some clarity about a motor on a boat I am buying. The motor is, I believe, a 2000 model year Saltwater Series II [SWS II] Yamaha 150 and I am wondering if this is an EFI motor like you were talking about above? Here are images: http://smg.photobucket.com/albums/v427/jeff_rohlfing/ 190%20Grady%20White/?action=view¤t=0022.jpg http://smg.photobucket.com/albums/v427/jeff_rohlfing/ 190%20Grady%20White/?action=view¤t=017.jpg http://smg.photobucket.com/albums/v427/jeff_rohlfing/ 190%20Grady%20White/?action=view¤t=018.jpg http://smg.photobucket.com/albums/v427/jeff_rohlfing/ 190%20Grady%20White/?action=view¤t=019.jpg http://smg.photobucket.com/albums/v427/jeff_rohlfing/ 190%20Grady%20White/?action=view¤t=020.jpg
Peter	posted 01-05-2013 07:24 AM ET (US) Jeff -- It's not the EFI version. It's simple to determine -- there is no VST tank on port side and the lower part of the cowling does not say "Ox66 Fuel Injection". With today's questionable E10 fuel quality, I prefer the carburated version over the EFI version. It's less complicated and doesn't have a VST tank that can be corroded by ethanol or have a filter within the VST tank that can clog up. It doesn't have an oxygen sensor that can foul up and reduce performance. It might be a little more difficult to start for someone who has no idea how to start a carburated 2-stroke outboard motor. One thing to watch for on the Yamaha V6 is the float switch mechanism in the engine oil reservoir. The float sometimes can get stuck in the low oil position and that causes the system to continuously demand oil from the boat oil reservoir causing the engine oil reservoir to overflow. The excess oil runs into the oil pan and also into a tube that runs from the cap to the air intake. If this happens, the motor will smoke alot and run rough as if the air/fuel mixture is too rich, which it is. This has happened on our 1996 200 HP a couple of times. Each time it seems as if the float switch got stuck because the float switch mechanism got jostled when tilted up while trailering or while on a mooring in a storm causing the boat (a Grady-White by the way) to "pound" in the waves.