Masbama wrote:Any input would be appreciated.
Here are some general comments about the 135-HP VERADO:
The Mercury VERADO line of their FOURSTROKE engines no longer has a 135-HP model. A c.2007 135-HP VERADO was likely based on the four-cylinder in-line block, and was probably the lowest horsepower rating for that engine.
I doubt there is any valid statistical data that could quantify the RELIABILITY of a 2007 Mercury VERADO 135-HP FOURSTROKE engine. That sort of data just does not exist in any meaningful form. In general when speaking about outboard engine reliability, the data that exists will only be anecdotal data which is likely to be extremely influenced by brand preferences.
In general the smaller displacement four-cylinder in-line VERADO engines lacked some features of the larger V6 VERADO engines. The in-line four-cylinder block design did not incorporate balance shaft to cancel the inherent vibrations of the in-line four-cylinder design, and accordingly these engines do not run as smoothly as the larger six-cylinder VERADO. The general sound signature, characterized by noise, vibration, and harshness (NVH) of the four-cylinder VERADO is quite different than the six-cylinder. The six-cylinder engines are extraordinarily quiet and smooth, but I would not extend that observation to the four-cylinder. It is not in the same class of quiet and smooth as the six-cylinder VERADO engines. My impressions of the NVH of the four-cylinder VERADO come from several rides on Boston Whaler boats with those engines in comparison to several test rides on boats with the six-cylinder VERADO.
The four-cylinder engines also usually lack the electrically-boosted power steering used with the larger six-cylinder engines. It was an option on some models. You should verify if the engine under consideration has the power steering feature. Note that the power boost pump is external to the engine, so it does not affect engine weight. But the power boost option adds complexity to the hydraulic steering rigging and also adds considerable electrical power consumption.
The four-cylinder engines also lack the unusual engine mount employed on the six-cylinder engines. The four-cylinder engine mount is more or less a conventional mount using the standard layout for transom engine mounting holes.
I would expect the c.2007 135 VERADO to have a weight similar to the current four-cylinder engines, 510-lbs. For a 135-HP engine, 510-lbs is a substantial engine weight. I suspect that one of the reason for the withdrawal from the market and the end of production of the 135-HP model for VERADO was the very high engine weight at that power rating. Also, essentially there are no physical difference in the VERADO engine at 135-HP rating and 200-HP rating, so the cost to manufacture is the same. The selling price is highly proportional to horsepower, making the 135-HP engine probably the least profitable engine in the VERADO family for Mercury to produce.
For some time in the Mercury line of engines, there was quite a gap in their available engines using four-stroke-power-cycle design. Mercury had been depending on Yamaha to provide them with four-stroke-power-cycle engines in the horsepower range of 75 to 115, and at 225-HP. When Mercury introduced the VERADO, it was initially only a six-cylinder engine and in the power range of 200-HP and up. The four-cylinder Verado came later, and filled the power range from 135 to 200-HP. I suspect that when Mercury finally produced their 150-HP FOURSTROKE in c.2012, they ceased production of the supercharged VERADO engines in that horsepower range.
A general problem with the VERADO engines of all size is their fuel consumption. Due to the use of forced induction, all VERADO engines tend to consume more fuel at maximum throttle than other engines which use do not use forced induction. At lower throttle settings there is reduced forced induction, but the supercharger still remains as a parasitic load, consuming some engine power.
There was a significant change in the VERADO engine production around 2007, and engines made after June 2007 became known as the "Gen-2" Verado. I don't know that there is any particular way to identify the production epoch. The change that occurred around June 2007 was described by Mercury themselves in a press release. Here is the text of that press release:
Mercury Marine brings fuel improvements, power train upgrades to Verado line
(Jun 20, 2007) - This summer, Mercury Marine proves you can have both increased power and better fuel efficiency as the company unveils enhancements to its Verado outboard engine line.
In the most significant enhancements since its groundbreaking 2004 launch, engineers at Mercury developed an enhanced power train for the Verado line that gives consumers increased fuel efficiency and power without sacrificing reliability.
Improvements to the power train give the Verado line world class fuel efficiency. Mercury tests show the new 150 hp Verado consumes 22 percent less fuel at wide open throttle and 18 percent less fuel on average at cruise speed than the 150 hp Verado introduced in 2005. In comparison to the competition, the new 150 hp Verado consumes up to 20 percent less fuel through the power band than the 150 hp Yamaha(1), up to 23 percent less than the 150 hp Suzuki(2) and up to 40 percent less than the 150 hp Evinrude E-Tec(3).
The enhanced power train features forged pistons, precision machined oil dams, eccentric grooved crankshaft main bearings, an all-new intake cam profile, and a new PCM (power control module) calibration.
Compared to a cast piston, the new forged pistons provide increased strength and resistance to temperature and wear, added durability and are lighter in weight.
The precision machined oil dams significantly reduce the amount of oil allowed to remain suspended in the crankcase. This is achieved by reducing the tolerance between the oil dam and crankshaft lobe and connecting rod.
"The eccentric grooved crankshaft main bearings deliver improved oil retention surrounding the crankshaft main bearings and reduce the amount of flow-through to the crankcase.
"The new intake cam provides better optimization of top end power. It significantly improves air flow and allows the engine to produce more power while working less.
The enhanced PCM calibration helps optimize fuel economy at full throttle and cruising speeds.
To showcase the enhanced power train, all Verados will feature a new chrome-polished graphics package. The new four- and six-cylinder Verados will be available late summer at authorized Mercury Verado dealers.
The most important element of the production change is the claimed improvement in fuel economy. The so-called "first generation" VERADO engines had rather poor fuel economy. Their brake specific fuel consumption at full throttle was much higher than comparable modern outboard engines. The "Gen-2" model was aimed at improving the fuel economy.
Fuel economy of the VERADO has been a long-running concern for owners. Mercury even went to the unusual step of designing new propellers, their ENERTIA and ENERTIA ECO propellers, specifically for use on the VERADO and to improve fuel economy.
Another aspect of the VERADO--really ALL Mercury outboard engines--is lack of support for NMEA-2000. Mercury uses their own, proprietary, closed system of engine instrumentation, called Smartcraft. Smartcraft has recently become easier to interface with NMEA-2000 thanks to the newer VesselView devices and some co-branding of displays with NAVICO. But it is still a bit of a nuisance for instrumentation compared to ALL other outboards, Evinrude, Honda, Yamaha, and Suzuki, which support NMEA-2000.
You don't mention what boat has the c.2007 VERADO. It was most likely rigged as a factory installation, as use of VERADO engines as re-power engines for older boats is, even now, quite unusual, and in c.2007 was more or less unheard of.