Re-powering a 1988 OUTRAGE 22 CUDDY
Re-powering a 1988 OUTRAGE 22 CUDDY
Q1: for re-powering a 1988 OUTRAGE CUDDY 22 that currently has a 1988 Johnson 225-HP engine with a four-stroke-power-cycle engine, between a 200-HP and a 225-HP , which would be preferred?
Re: Re-powering a 1988 OUTRAGE 22 CUDDY
Before suggesting engines for re-power, I will comment on the current engine:
The Johnson 225-HP engine from c.1988 could be a very nice engine. I recommend you inquire about the sort of gasoline fuel that has been used. This engine (and the boat fuel system) are probably NOT very tolerant of ethanol-gasoline blended fuels. Here in Michigan state law requires that non-ethanol 90-Octane gasoline fuel be available for use on boats. Avoiding all diluted gasoline with 10-percent (or higher) ethanol content is very highly recommended to avoid problems with outboard engines designed and manufactured before the ethanol dilution craze took over the USA in the 2000's (due to the farm lobby and ethanol producers political influence, not from actual science).
I list of a few minor problems I encountered with my OMC 225 V6:
Also a c.1988 engine will have the older red Amphenol rubber body connector wiring harness, which has been obsolete since c.1996.
When this V6 two-stroke-power-cycle carburetor engine is in proper tune, and its simple engine ignition controller is working properly, and the fuel line is properly primed using a working primer bulb, the engine should start from cold typically on the first crank-over (or second), run at fast idle until operating temperature is reached, and produce some smoke in the exhaust--primarily depending on what type and grade of two-stroke TCW oil was being used. Using a synthetic oil can reduce smoke in the exhaust significantly.
The fuel economy at cruising speeds and faster was reasonably good, generally over 2-MPG. The only drawback to this six-cylinder six-carburetor two-stroke-power-cycle engine regarding fuel use was at slow speed operation. The fuel economy at no-wake speeds was worse than at cruise. It is just the nature of these engines to waste a lot of gasoline idling along.
The notion that if you re-power with a modern engine you will recover the cost of the new engine in savings from reduced gasoline usage is not likely to work out for you, unless you run the boat hundreds of hours every year, and you buy gasoline at very expensive marina fuel docks at ridiculous prices. This outcome is due to the cost of a new engine, which often required thousands of dollars in new controls, new gauges, new propeller, new engine harness, and labor for the changeover and installation. A new 200 to 225 engine will cost well over $20,000 installed and rigged—if not more. You will have to do a helluva lot of boating to recover $20,000 in saved gasoline purchases.
If you MUST get a modern engine, you should try to buy one already on a boat, like you hypothesized perhaps five-years-old or newer.
The Johnson 225-HP engine from c.1988 could be a very nice engine. I recommend you inquire about the sort of gasoline fuel that has been used. This engine (and the boat fuel system) are probably NOT very tolerant of ethanol-gasoline blended fuels. Here in Michigan state law requires that non-ethanol 90-Octane gasoline fuel be available for use on boats. Avoiding all diluted gasoline with 10-percent (or higher) ethanol content is very highly recommended to avoid problems with outboard engines designed and manufactured before the ethanol dilution craze took over the USA in the 2000's (due to the farm lobby and ethanol producers political influence, not from actual science).
I list of a few minor problems I encountered with my OMC 225 V6:
- intermittent starter solenoid (fixed for $23)
- intermittent ignition Power Pack (fixed for $225)
- leaking fuel line vacuum sensor (fixed for less than $50)
- fuel-oil automatic mixing pump (VRO) replacement (about $300)
Also a c.1988 engine will have the older red Amphenol rubber body connector wiring harness, which has been obsolete since c.1996.
When this V6 two-stroke-power-cycle carburetor engine is in proper tune, and its simple engine ignition controller is working properly, and the fuel line is properly primed using a working primer bulb, the engine should start from cold typically on the first crank-over (or second), run at fast idle until operating temperature is reached, and produce some smoke in the exhaust--primarily depending on what type and grade of two-stroke TCW oil was being used. Using a synthetic oil can reduce smoke in the exhaust significantly.
The fuel economy at cruising speeds and faster was reasonably good, generally over 2-MPG. The only drawback to this six-cylinder six-carburetor two-stroke-power-cycle engine regarding fuel use was at slow speed operation. The fuel economy at no-wake speeds was worse than at cruise. It is just the nature of these engines to waste a lot of gasoline idling along.
The notion that if you re-power with a modern engine you will recover the cost of the new engine in savings from reduced gasoline usage is not likely to work out for you, unless you run the boat hundreds of hours every year, and you buy gasoline at very expensive marina fuel docks at ridiculous prices. This outcome is due to the cost of a new engine, which often required thousands of dollars in new controls, new gauges, new propeller, new engine harness, and labor for the changeover and installation. A new 200 to 225 engine will cost well over $20,000 installed and rigged—if not more. You will have to do a helluva lot of boating to recover $20,000 in saved gasoline purchases.
If you MUST get a modern engine, you should try to buy one already on a boat, like you hypothesized perhaps five-years-old or newer.
Re-powering 1998 OUTRAGE 22 CUDDY
JoeNorm wrote:Q1: for re-powering a 1988 OUTRAGE CUDDY 22 that currently has a 1988 Johnson 225-HP engine with a four-stroke-power-cycle engine, between a 200-HP and a 225-HP , which would be preferred?
In some brands their 200-HP engine is a four-cylinder in-line, and the 225-HP is a larger displacement V6. The V6 should be the better fit.
If there is a V6 200-HP model, and there is significant cost savings compared to buying the same V6 block rated at 225-HP, then the 200- HP V6 might be an option.
Re: Re-powering a 1988 OUTRAGE 22 CUDDY
Thanks,
I don't believe I would ever recoup the costs of a new engine through fuel-cost savings. Repowing would be more about reliability(may be false assumption), quieter operation, and better fuel economy.
I don't believe I would ever recoup the costs of a new engine through fuel-cost savings. Repowing would be more about reliability(may be false assumption), quieter operation, and better fuel economy.