Evinrude Ocean Pro 1993 Performance and Reliability

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Author Topic:   Evinrude Ocean Pro 1993 Performance and Reliability

sam t posted 03-21-2013 07:50 PM ET (US)
Looking at a used Whaler, powered by a 1993 Evinrude Ocean Pro 200. Reportedly [the boat and the engine have been operated for less than] 500 [hours] [Seeks comments] on reliability of this particular motor. I'm sure this is a carburetor pre-FICHT model.
Peter posted 03-22-2013 05:53 AM ET (US)
Carb'd not Ficht. There was no 200 HP Ficht until 1999 or 2000. Reliable and thirsty.
jimh posted 03-22-2013 12:30 PM ET (US)
Sam--I bought a used [1992] Evinrude V6 [3.0-liter] carburetor outboard engine, and I think that engine is remarkably similar to the one you are inquiring about. When I bought the engine it had only accumulated about 200-hours of running time in the prior 15-years, so it was not heavily used.
I made the usual repairs or maintenance to the engine, that is, the water pump was serviced, new spark plugs were installed, the fuel system was given a treatment of engine cleaner fluid to "de-cabon-ize" the engine, and the carburetors were given a check, in what is known as a "Synch-and-link" adjustment.
Over the next several years I experienced a few minor problems with the engine, which I think are probably typical. I put in a new starter solenoid relay in an effort to stop an annoying intermittent problem in the starter motor refusing to crank. That was $23, and I no longer had the problem, although it was not extremely clear if the solenoid cured the problem or some other changes in the circuit wiring that I made at the same time were the real cure. I replaced a defective rectifier-regulator assembly which was malfunctioning when the engine temperatures reached the upper ranges. That was roughly a $200 expense.
Later the engine developed another annoying intermittent problem in the spark ignition circuit. I investigated this for quite a while, trying to track down the cause. I re-did some of the wiring in the spark ignition primary circuit to conform it to the recommended practice, I replaced one spark coil, about a $35 expense, but these did not cure the problem. Finally it seemed like the problem must be in the Power Pack assembly, a rather complicated collection of wires, connectors, and unrepairable components that costs about $300. I replaced the Power Pack. This solved the spark ignition problem.
At this point I had owned the engine for several years, and it was running absolutely flawlessly. It started very rapidly, and never needed prolonged cranking. Due to the intelligent design, it ran at a high idle speed until warmed up, then shifted to normal idle. It never stalled or behaved reluctantly when shifting in and out gear at idle speed. I was quite happy with the engine in all regards, and I expected that it should be easily maintained in that condition for a long time without a great deal of further expense.
The only component on the engine which I was then concerned with was the gasoline fuel pump assembly. It was the original part, a 1990 vintage component, and it was now being subjected to ethanol-gasoline blended fuels. The pump was working fine, but owing to its age, about 17 years at that point, I was thinking of replacing it just as a preventative measure. I would recommend you consider that on a 1993 engine, as the pump, if original, would be 20 years old. The replacement pump was, at that time, about $450.
In regard to performance, the engine ran well, but it had a fondness for fuel. The fuel economy was respectable in a narrow range of speed and load when on plane, but running at idle speed the engine consumed a lot of gasoline, and the boat MPG was actually worse at idle speeds than on plane. In that regard, if you want to troll all day, you won't like a V6 classic two-cycle with six carburetors feeding six cylinders with gasoline to run at 800-RPM--it is just not fuel efficient.
Because I experienced two problems with electrical devices that were related to high temperature, one knowledgeable mechanic speculated that perhaps in the past history of the engine it had overheated, and those electronic components had been exposed to higher than normal temperature. When you buy a used engine you can never be quite sure of its precise history.
Peter posted 03-22-2013 02:08 PM ET (US)
One correction to Jim's account, his motor, like the 1993 200 Ocean Pro, was a 3.0L not a 3.3L displacement. The 3.3L block didn't exist until the Ficht RAM models came out.
jimh posted 03-23-2013 01:39 PM ET (US)
Peter--I can always count on you for extremely helpful comments. The 3.0-liter displacement must be right. I probably knew that once.
By the way, to see my old carburetor engine in action, running at tip-top level, watch:
http://continuouswave.com/whaler/movies/evinrude225WhalerWattsBarLake. MOV
jimh posted 03-23-2013 06:48 PM ET (US)
Hah! I just remembered my engine was a 1992 model! By the way, it was in perfect running condition when I sold it, and, as far as I know, is still running beautifully, 21-years after it was made.
My present engine is a 2010 engine, so it won't be 21-years old until 2031. I plan to be still running it then, too.
george nagy posted 03-24-2013 10:45 AM ET (US)
I was un aware that the 200hp and above v6 omc's had 6 carbs, my 1987 and 1998 150 v6 omc's have/had 3 carbs (at least I am pretty sure they did or do). Jim can you verify that your engine had 6 carbs instead of 3?
Teak Oil posted 03-24-2013 10:52 AM ET (US)
I own the same motor as Jim had, 1992 225 3.0 V6 with 600+ hours and the thing just runs too good.
I will never be able to talk the wife into a new E-Tec as long as the 225 keeps purring like a kitten.
The only flaw in this motor is the cloud of smoke on cold mornings, I have to use up my supply of oil and switch brands to try and alleviate it.
jimh posted 03-24-2013 10:59 AM ET (US)
Yes, six carburetors, all ready to send some little measure of gasoline into the engine.
Peter posted 03-24-2013 11:33 AM ET (US)
I believe that the 1987 Evinrude/Johnson 150 V6 (a 90 degree cross-flow construct) had three dual throat carburetors. The 1998 150 V6 (a 60 degree loop charged construct with a very short induction path) definitely has 6 carburetors. It would have been almost impossible to get away with three with the way that motor was built.
The big block 90 degree Evinrude/Johnson looper (starting at 2.7L then stretched to 3.0L) has 6 carburetors.
george nagy posted 03-24-2013 11:14 PM ET (US)
that is very curious that I did not realize my 1998 ocean pro has 6 carbs. The boat has not been in the water for over 4 years (long story) however it is getting to be time to get it back into ship shape and the next time I get a look at it you bet the first thing I'm going to do is look at the number of carbs. I guess since I never had to mess with the carbs on that engine is a testimet to how well it ran and I hope that after sitting forever it will return to running well.
Peter posted 03-25-2013 06:05 AM ET (US)
On the 150 looper, the carbs aren't centered in the middle of the crankcase like they are on the 150 cross-flow. When you pull the air silencer off, you'll see the carb throats are spread out to each side and the fuel filter and vapor separator in the middle where the carbs would be on the cross-flow. Besides shortening the induction path, this arrangement gives the 150 looper its very compact shape.
george nagy posted 03-25-2013 08:07 AM ET (US)
I should have realized that since the engine is loop charged it would have one carb per cylinder, it is very compact. I had a 3 cylinder evinrude on my 15 sport which was also loop charged and it had a carb for each cylinder also, of course this is going back over 20 years now, it too was compact and very powerful. It is starting to come back to me now peter you have jogged my memory I think I can picture the inside of the intake in my head now. Hopefully I drained all the gas out before I put it into storage because I will not look forward to cleaning/rebuilding 6 carbs, yikes!

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Author	Topic: Evinrude Ocean Pro 1993 Performance and Reliability
sam t	posted 03-21-2013 07:50 PM ET (US) Looking at a used Whaler, powered by a 1993 Evinrude Ocean Pro 200. Reportedly [the boat and the engine have been operated for less than] 500 [hours] [Seeks comments] on reliability of this particular motor. I'm sure this is a carburetor pre-FICHT model.
Peter	posted 03-22-2013 05:53 AM ET (US) Carb'd not Ficht. There was no 200 HP Ficht until 1999 or 2000. Reliable and thirsty.
jimh	posted 03-22-2013 12:30 PM ET (US) Sam--I bought a used [1992] Evinrude V6 [3.0-liter] carburetor outboard engine, and I think that engine is remarkably similar to the one you are inquiring about. When I bought the engine it had only accumulated about 200-hours of running time in the prior 15-years, so it was not heavily used. I made the usual repairs or maintenance to the engine, that is, the water pump was serviced, new spark plugs were installed, the fuel system was given a treatment of engine cleaner fluid to "de-cabon-ize" the engine, and the carburetors were given a check, in what is known as a "Synch-and-link" adjustment. Over the next several years I experienced a few minor problems with the engine, which I think are probably typical. I put in a new starter solenoid relay in an effort to stop an annoying intermittent problem in the starter motor refusing to crank. That was $23, and I no longer had the problem, although it was not extremely clear if the solenoid cured the problem or some other changes in the circuit wiring that I made at the same time were the real cure. I replaced a defective rectifier-regulator assembly which was malfunctioning when the engine temperatures reached the upper ranges. That was roughly a $200 expense. Later the engine developed another annoying intermittent problem in the spark ignition circuit. I investigated this for quite a while, trying to track down the cause. I re-did some of the wiring in the spark ignition primary circuit to conform it to the recommended practice, I replaced one spark coil, about a $35 expense, but these did not cure the problem. Finally it seemed like the problem must be in the Power Pack assembly, a rather complicated collection of wires, connectors, and unrepairable components that costs about $300. I replaced the Power Pack. This solved the spark ignition problem. At this point I had owned the engine for several years, and it was running absolutely flawlessly. It started very rapidly, and never needed prolonged cranking. Due to the intelligent design, it ran at a high idle speed until warmed up, then shifted to normal idle. It never stalled or behaved reluctantly when shifting in and out gear at idle speed. I was quite happy with the engine in all regards, and I expected that it should be easily maintained in that condition for a long time without a great deal of further expense. The only component on the engine which I was then concerned with was the gasoline fuel pump assembly. It was the original part, a 1990 vintage component, and it was now being subjected to ethanol-gasoline blended fuels. The pump was working fine, but owing to its age, about 17 years at that point, I was thinking of replacing it just as a preventative measure. I would recommend you consider that on a 1993 engine, as the pump, if original, would be 20 years old. The replacement pump was, at that time, about $450. In regard to performance, the engine ran well, but it had a fondness for fuel. The fuel economy was respectable in a narrow range of speed and load when on plane, but running at idle speed the engine consumed a lot of gasoline, and the boat MPG was actually worse at idle speeds than on plane. In that regard, if you want to troll all day, you won't like a V6 classic two-cycle with six carburetors feeding six cylinders with gasoline to run at 800-RPM--it is just not fuel efficient. Because I experienced two problems with electrical devices that were related to high temperature, one knowledgeable mechanic speculated that perhaps in the past history of the engine it had overheated, and those electronic components had been exposed to higher than normal temperature. When you buy a used engine you can never be quite sure of its precise history.
Peter	posted 03-22-2013 02:08 PM ET (US) One correction to Jim's account, his motor, like the 1993 200 Ocean Pro, was a 3.0L not a 3.3L displacement. The 3.3L block didn't exist until the Ficht RAM models came out.
jimh	posted 03-23-2013 01:39 PM ET (US) Peter--I can always count on you for extremely helpful comments. The 3.0-liter displacement must be right. I probably knew that once. By the way, to see my old carburetor engine in action, running at tip-top level, watch: http://continuouswave.com/whaler/movies/evinrude225WhalerWattsBarLake. MOV
jimh	posted 03-23-2013 06:48 PM ET (US) Hah! I just remembered my engine was a 1992 model! By the way, it was in perfect running condition when I sold it, and, as far as I know, is still running beautifully, 21-years after it was made. My present engine is a 2010 engine, so it won't be 21-years old until 2031. I plan to be still running it then, too.
george nagy	posted 03-24-2013 10:45 AM ET (US) I was un aware that the 200hp and above v6 omc's had 6 carbs, my 1987 and 1998 150 v6 omc's have/had 3 carbs (at least I am pretty sure they did or do). Jim can you verify that your engine had 6 carbs instead of 3?
Teak Oil	posted 03-24-2013 10:52 AM ET (US) I own the same motor as Jim had, 1992 225 3.0 V6 with 600+ hours and the thing just runs too good. I will never be able to talk the wife into a new E-Tec as long as the 225 keeps purring like a kitten. The only flaw in this motor is the cloud of smoke on cold mornings, I have to use up my supply of oil and switch brands to try and alleviate it.
jimh	posted 03-24-2013 10:59 AM ET (US) Yes, six carburetors, all ready to send some little measure of gasoline into the engine.
Peter	posted 03-24-2013 11:33 AM ET (US) I believe that the 1987 Evinrude/Johnson 150 V6 (a 90 degree cross-flow construct) had three dual throat carburetors. The 1998 150 V6 (a 60 degree loop charged construct with a very short induction path) definitely has 6 carburetors. It would have been almost impossible to get away with three with the way that motor was built. The big block 90 degree Evinrude/Johnson looper (starting at 2.7L then stretched to 3.0L) has 6 carburetors.
george nagy	posted 03-24-2013 11:14 PM ET (US) that is very curious that I did not realize my 1998 ocean pro has 6 carbs. The boat has not been in the water for over 4 years (long story) however it is getting to be time to get it back into ship shape and the next time I get a look at it you bet the first thing I'm going to do is look at the number of carbs. I guess since I never had to mess with the carbs on that engine is a testimet to how well it ran and I hope that after sitting forever it will return to running well.
Peter	posted 03-25-2013 06:05 AM ET (US) On the 150 looper, the carbs aren't centered in the middle of the crankcase like they are on the 150 cross-flow. When you pull the air silencer off, you'll see the carb throats are spread out to each side and the fuel filter and vapor separator in the middle where the carbs would be on the cross-flow. Besides shortening the induction path, this arrangement gives the 150 looper its very compact shape.
george nagy	posted 03-25-2013 08:07 AM ET (US) I should have realized that since the engine is loop charged it would have one carb per cylinder, it is very compact. I had a 3 cylinder evinrude on my 15 sport which was also loop charged and it had a carb for each cylinder also, of course this is going back over 20 years now, it too was compact and very powerful. It is starting to come back to me now peter you have jogged my memory I think I can picture the inside of the intake in my head now. Hopefully I drained all the gas out before I put it into storage because I will not look forward to cleaning/rebuilding 6 carbs, yikes!