JohnRudes

[reelapeelin]

Spare, I can surely see your point about non-use contributing to auto-oiler failure...but on the other hand, many of the failures I've seen were on motors that were frequently used and well maintained...the plastic Merc gear Skools refers to above is a good example...and the 1st OMC oiler I saw go down back in the mid-eghties was a 175 hp Johnnie, well maintained and used several times a week...there are SO MANY different ways for theses systems to fail, it lead me to this rule; "if it ain't under warranty, premix the oil"...I would not buy a used motor that I could not disable the auto-oiler on...

[spareparts]

the plastic drive gears have several reasons to go out, sitting for long periods of time is probably the #1 reason. Apparently, the plastic gear sticks to the drive gear if left in place for a long tiem, the fisrt time you crank it up, it starts wearing the plastic gear, then by naot being run for a while, there isn't any lube on the gear that makes it wear more. We saw a lot of these on sport jet packages, they would get used in the spring, left alon for the reat of the season, then started again next spring, usually with some one revving the cold engine up to try and keep it running with the carbs stopped up. The next most common failure on the plastic gear was from the coupler that connects the shaft to the pump, there were about four years of prduction that the gear would swell up and stick itself, casuing the plastic gear to strip out. When I replace the plastic gear, I always replace the coupler as well. I had one guy that ran his engine hot(real hot), it was on a new mercury repower power head, it got so hot, it caused the gear to fail, his saving grace was it was still running on double oil for break in, as far as I know, that engine is still running( we changed it to premix after I told him his warranty had just expired due to abuse). It still suprises me that the after market hasn't come up with a brass replacement gear for the plastic one. The only time I will run oil injection for myself, is if the engine was recently rebuilt, and the gear was replaced, my 200 has the oil system disconected, if I ever go inot it, I might hook it back up. But there is still other reasons for the system to fail, those clear hoses that get brittle is probably the #1 reason.

[randlemanboater]

What is this VRO and premix you speak of?

[THEFERMANATOR]

Originally Posted by randlemanboater

What is this VRO and premix you speak of?

It's one of those things that us POOR people have to deal with since we can't afford any of these fandangled fo strokes.

[cterrebonne]

what is nice that on the newer 2's besides yamaha of course. they have the electronic oil pumps. im not really sure on the mercs but the etec's have a oil press switch which detects pulses in the line. therefore if the pump or the switch goes out it will let you know.

[Skools Out]

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.

[cterrebonne]

Originally Posted by Skools Out

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.

OMC was the 1st to have electric shift too. and now is the only ones without it.

[THEFERMANATOR]

Originally Posted by cterrebonne

what is nice that on the newer 2's besides yamaha of course. they have the electronic oil pumps. im not really sure on the mercs but the etec's have a oil press switch which detects pulses in the line. therefore if the pump or the switch goes out it will let you know.

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]

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 . . . .