2002 mercury 150 saltwater

2002 mercury 150 saltwater DEFAULT

Mercury Marine


For the unrelated former Ford automobile marque, see Mercury (automobile).

Not to be confused with Mercury Mariner.

Six cylinder two-stroke engine in 1984

Mercury Marine is a marine engine division of Brunswick Corporation. Its main product is manufacturing and selling outboard motors. It also produces the MerCruiser line of sterndrives and inboard motors.



The Kiekhaefer Mercury company began in 1939 when engineer Carl Kiekhaefer purchased a small outboard motor company in Cedarburg, Wisconsin. Kiekhaefer's original intention for the Kiekhaefer Corporation was to make magnetic separators for the dairy industry. The purchase included 300 defective outboard motors. Kiekhaefer and a small staff of employees rebuilt the motors and sold them to Montgomery Ward, a mail-order company. The motors were much improved, so the buyer purchased more. Kiekhaefer designed motors that withstood the elements better than his competition and called the motor Mercury (taking advantage of the "Mercury" Motor Car popularity at the time) whilst adopting the logo of the Roman god Mercury.[1]

Kiekhaefer took more than 16,000 orders at the 1940 New York Boat Show.

World War II[edit]

World War II changed the corporate climate, and Kiekhaefer sought a government contract to design two-man air-cooled chainsaws. Army engineers had been unable to design a lightweight motor. Kiekhaefer designed a new lightweight chainsaw in 2 months. The Kiekhaefer powered chainsaw was able to cut through a 24-inch (610 mm) green log in 17 seconds, while it took the nearest competitor 52 seconds. Mercury was awarded the contract, and was the world's largest chainsaw manufacturer by the end of the war.[citation needed]

Post-war 1940s[edit]

Kiekhaefer Mercury foresaw that the average American's interest in boating would increase after the war. Kiekhaefer introduced a 19.8 cubic inch, 10 horsepower (hp), two-cylinder alternate firing design engine at the 1947 New York Boat Show called the "Lightning" or KE-7. This engine, also called the "Super 10", actually developed around 14 horsepower. Its designation was updated to KF-7 for 1949. For 1951 the engine block, though still displacing 19.8 cubic inches, was updated a great deal, and given the name "Hurricane". The 1951 kg-7 "Super 10" featured this engine, which developed around 16 horsepower. For 1952, this model was updated with a "forward, neutral, reverse" gearset, and a twist grip throttle. It was renamed "Cruiser" at this point, and no longer called "Super 10". This engine later became the heart of the "Mark 25", of the mid to late fifties. Initially rated at 16 horsepower, this engine was soon beefed up to 20. There was also an "H" version, which produced more power but carried no rating. "H" version Mercurys were mostly used for racing.

In 1949, the company also introduced its first large outboard, the approximately 40 cubic inch, 4 cylinder in line, "Thunderbolt". This engine was rated at 25 horsepower, but actually put out around 28. There was soon an "H" version designed for high rpm use. This version put out nearly 40 horsepower, while being rated at "25+". The Thunderbolt engine benefited from upgrades and updates, eventually becoming the Mark 40, Mark 50, and Mark 55 engines of the mid and late fifties. All of these were rated quite accurately at 40 horsepower. The Mark 55H (high speed) developed more, but carried no rating.

Due to a rather large gap between the Mark 25 (20 hp) and the Mark 55 (40 hp), Mercury brought out the 4 in line, approximately 30 cubic inch "Mark 30" (30 horsepower) engine for 1956, and produced versions of its "TurboFour" engine for several years. It, too, was available as an "H" version, producing much extra horsepower for racing and sporting use.

Why these Mark engines (and other Mark engines) carried number names which were not horsepower ratings, not displacement numbers, and not consistent from one motor to another, is a real mystery. Why was the 20 hp Mercury a Mark 25, and the 40 hp Mercury a Mark 55, while the 30 hp job was the Mark 30? No one really knows.

Of course, there were also smaller Mercs during both the K era and the Mark era, such as the "Super 5" and later, such engines as the "Mark 6" and the "Mark 10".


In 1957 Kiekhaefer started testing at a Florida lake he called "Lake X" to keep the location secret. Later that year the Kiekhaefer Mercury company designed a new inline 6-cylinder, 60 cubic inch, 60 hp (45 kW) engine named "Mark 75". Like its 2- and 4-cylinder brethren, the Mark 75 featured internal reed valves. The reed valve blocks served as intermediate main bearings. Because the valves occupied space already necessary for the main bearings instead of mounting to an extension of the crankcase, crankcase volume was minimized, resulting in a higher crankcase compression ratio, and more power in proportion to displacement than the competition.

Mercury's first 6-cylinder engines featured "direct reversing". Instead of a lower unit with forward, neutral and reverse gears, its lower units were more compact, with only drive and driven gears, and no submerged shift mechanism required. Reverse was selected by turning off the engine and restarting it in opposite rotation, and neutral by simply switching off. Mark 75s, like many of their smaller brethren, were available in an "H" (high speed) version. Many of these large H engines sported open headers for competition and produced 90 horsepower from 60 cubic inches. Two totally stock Mark 75s set a world endurance record on Lake X, running 50,000 miles at an average of 30.3 mph, while being re-fueled on the fly. The boats were stopped only for driver changes and standard maintenance. After the record-setting run was completed, the motors were torn down and inspected for wear. They were found to be well within factory tolerances. The amazing distance has never been topped, even with modern advancements in outboard technology.

For 1958, an enlarged version of this engine was introduced. The new "Mark 78" boasted 70 horsepower from 66 cubic inches of displacement. No "H" version was offered. Also in 1958, a stock Mark 75H set a new world speed record for outboard motors, of 107 mph.

NASCAR racing[edit]

Main article: Carl Kiekhaefer

Kiekhaefer decided to promote his company by owning a NASCAR and AAA team. The team dominated NASCAR Grand National (at one point winning 16 straight races), even though it only competed in 1955 and 1956. The team won the 1955 and 1956 NASCAR championships with drivers Tim Flock and Buck Baker. One of Kiekhaefer's innovations was using dry paper air filters, which are still standard in automobiles today.[citation needed]


When Kiekhaefer Mercury's top-of-the-line, 80 horsepower (74 cubic inch) model "Merc 800" was introduced for 1960, direct reversing as standard equipment was optionally replaced by full forward, neutral and reverse gear shifting, as on Mercury's 2- and 4-cylinder models, and "thru-hub" exhaust was introduced. Previously, as with other outboard brands and Mercury's smaller models, exhaust exited from a chute at the rear of the cavitation plate above the propeller. Thru-hub exhaust was claimed to be more efficient by omitting the added drag of an exhaust chute, and using the low-pressure area necessarily created by the gear housing and propeller moving through the water to assist in exhaust evacuation. Over the next several years, thru-hub exhaust became a standard feature of all Mercury models, and later was adopted near industry-wide for both outboards and stern-drives.

With Mercury Marine outboards typically having smaller displacement per horsepower and better fuel economy than the competition's motors, an ad ran in publications showing a Mercury-powered boat pulling an elephant on a large ski-like platform. The caption simply read "Mercury, pulls an elephant. Runs on peanuts."

In 1961 the company merged with the Brunswick Corporation.

The company introduced the MerCruiser stern-drive line at the 1961 Chicago Boat Show. The line would later take over 80 percent of the world market.[2]

For 1962, the Merc 1000 became the new top of the line in line 6, offering 100 hp. It was somewhat of a sensation. It also introduced the new "Phanton Black" paint scheme which soon spread to the entire line and became famous.

In 1966, 6-cylinder Mercury models featured the introduction of electronic ignition, another first that eventually became an industry standard.

Carl Kiekhaefer resigned as President of Kiekhaefer Mercury in 1970, and the name was changed to Mercury Marine in 1972. During this time, Mercury produced snowmobiles, like many other companies in the late 1960s. The first ones incorporated a 250 cc two-man chainsaw engine.


In 1971, they came out with the Rocket and Lightning models of snowmobiles. These sleds combined aluminum tunnels with Canadian Curtiss Wright (CCW) engines. The Rocket was a 340, and the Lightning a 400 with electric start. By 1972, Mercury started production of the Hurricane, a more modern snowmobile with optional slide rail suspension (as opposed to bogie wheel). In 1974 Mercury introduced the Sno-Twister 400cc snowmobile designed primarily for racing. It featured a Kohler free-air engine and succeeded in dominating the 400cc class.

In 1975 Mercury introduced 340cc and 440cc versions of the Sno-Twister and both were dominant at the track. 1976 saw a change in the Sno-Twister, this time 250cc, 340cc, and 440cc versions were all introduced. These were radical for their time and were the result of Mercury Sno Pro sleds developed and raced the previous year. These 1976 sleds were featured water-cooled Kohler engines. The chassis were small, lightweight, very low profile, with curved handlebars and seat cushions that were designed for left turns (oval tracks).

In 1975 and 1976 Mercury also produced the Trail Twister snowmobiles which were available in 340cc and 440cc which were fan-cooled. These were some of the fastest lake racers around in their day. This started off a new era in snowmobile construction for the whole industry and the sled's basic format set up what is seen today in modern snowmobiles.

Mercury was renowned in the 1970s as one of the best racing and performance snowmobile manufacturers, as well as an industry leader in marine engine production. Sno Twisters and Trail Twisters are highly sought-after sleds due to their ahead of the time design, power, and unique styling.[citation needed]

Engine specifications[edit]

Year'1982''ModelmercruiserDisp. 4.3lx Gen +(CID)TypeComp.HPTKS/MPIWOT (RPM)Weight (lbs)Alpha Ratio (lbs)Bravo One Ratio (lbs)Bravo Two Ratio (lbs)Bravo Three Ratio (lbs)
1991–1995 5.0L 5.0L (305) V8 9.3:1 190 Carb 4200-4600
1991–1995 5.0LX 5.0L (305) V8 9.3:1 205 Carb 4200-4600
1991–1995 5.7L 5.7L (350) V8 9.3:1 235 Carb 4200-4600
1991–1995 350 MAG 5.7L (350) V8 9.3:1 250 Carb 4400-4800
20103.0L (181)I49.3:1135TKS4400–48002.00, 2.40 (635)
20103.0L (181)I49.3:1135MPI4400–48002.00, 2.40 (695)
20104.3L (262)V69.4:1190TKS4400–48001.62, 1.81, 2.00 (848)2.00, 2.20 (893)2.20, 2.43 (902)
20104.3L (262)V69.4:1220MPI4400–48001.47, 1.62, 1.81 (865)2.00, 2.20 (912)2.20, 2.43 (921)
20105.0L (305)V89.4:1220TKS4400–48001.62, 1.81 (946)1.50, 1.65 (987)2.00, 2.20 (1004)2.00, 2.20, 2.43 (1013)
20105.0L (305)V89.4:1260MPI4600–50001.47, 1.62, 1.81 (952)1.50, 1.65 (993)2.00, 2.20 (1010)2.00, 2.20, 2.43 (1019)
2010350 MAG5.7L (350)V89.4:1300MPI4800–52001.47 (946)1.36, 1.50, 1.65 (987)2.00, 2.20 (1004)2.00. 2.20, 2.43 (1013)
2010377 MAG6.2L (377)V89.0:1320MPI4800–52001.36, 1.50, 1.65 (993)2.00, 2.20 (1010)2.00, 2.20, 2.43 (1019)
2010496 MAG8.1L (496)V89.1:1375MPI4400–48001.36, 1.50, 1.65 (1199)1.81, 2.00, 2.20 (1214)1.26, 1.35, 1.50 (1224)
2010496 MAG HO8.1L (496)V89.1:1425MPI4600–50001.36, 1.50, 1.65 (1199)1.81, 2.00, 2.20 (1214)1.81, 2.00, 2.20 (1224)
20108.2 MAG8.2L (502)V88.75:1380MPI4400–480010801.26, 1.35, 1.36, 1.50, 1.651.81, 2.00, 2.201.65, 1.81, 2.00, 2.20, 2.43
20108.2 MAG HO8.2L (502)V88.75:1430MPI4600–500010801.26, 1.35, 1.36, 1.50, 1.651.81, 2.00, 2.201.65, 1.81, 2.00, 2.20, 2.43
2019 300 Verado 4.6L (279) V8 300 5200–6000 600

Present day[edit]

A 2007, 3.5 horse power Mercury engine.
A 2008, 250 horse power, Mercury ProXS series engine.

At present, Mercury product brands include Mercury, Mercury Racing, MerCruiser, and Mariner outboards (sold outside the U.S.). Outboard sizes range from 2.5 horsepower (1.9 kW) to 600 horsepower (450 kW). MerCruiser sterndrives and inboards range from 135 to 430 horsepower (320 kW) and Mercury Racing outboards produce up to 450 horsepower (340 kW) and sterndrives to 1,750 horsepower (1,300 kW). Subsidiaries include Mercury Precision Parts and Accessories as well as Mercury propellers and Mercury Jet Drives. Mercury outboards 30 hp and below are manufactured by Tohatsu in Japan.

Mercury has recently[when?] developed a processor-enhanced line of outboards called the "Verado" outboard engine.[3] The "Verado" system integrates the outboard into an entire system, including "fly-by-wire" steering and advanced diagnostics. Verado engines are available in 250 hp and 300 hp (V8), 350 hp and 400 hp (supercharged inline 6), and 600 hp (V12) as of early 2021.

In 2007 Mercury Marine began selling its Zeus drive system.[4] Developed by Mercury and its joint venture company Cummins MerCruiser Diesel (CMD), the Zeus drive is a dual-engine pod drive system. Some of the most notable benefits from this class design for boaters will be enhanced helm control. While underway an automated trim control feature simplifies operation. Also, Zeus includes Skyhook Electronic Anchor which will keep a vessel in a fixed location within a tight range. The system might be called all weather as it will maintain location in strong currents and winds.[5]

Mercury Marine is one of the world’s leading providers of marine propulsion. As a $2.3 billion division of Brunswick Corporation, Mercury and its 6,200 employees worldwide provide engines, boats, services and parts for recreational, commercial and government marine applications.

Mercury’s brand portfolio includes Mercury and Mariner, Mercury MerCruiser sterndrives and inboard engines, MotorGuide trolling motors, Mercury and Teignbridge propellers, Mercury inflatable boats, Mercury SmartCraft electronics, and Mercury and Quicksilver parts and oils. MotoTron[6] electronic controls was also a part of Mercury Marine, but as of October 2008 Brunswick Corp. sold MotoTron and its intellectual properties to Woodward Governor of Fort Collins, Colorado.[7]

SeaCore is a brand of sterndrive marine propulsion systems manufactured in the United States by MerCruiser. The SeaCore engine design utilizes materials, technologies, and systems, created specifically for Mercury Marine, to prevent galvanic corrosion within its engine, transom and drive. SeaCore propulsion includes models generating between 220 and 425 horsepower (317 kW). SeaCore is designed for a wide variety of vessels operated in or moored on saltwater.

Mercury Marine also provides various training programs through its training arm called Mercury University.[8]


Mercury Marine and Beneteau Strengthen Partnership to offer award-winning outboards to Global Customers

External links[edit]

Media related to Mercury Marine at Wikimedia Commons

Sours: https://en.wikipedia.org/wiki/Mercury_Marine

Thread: Fuel consumption 150HP Merc 2 stroke

G'day Mark,

I had a 2005 150 efi merc on my 6.5mt platey for nearly 16mths. Found it to be a rock solid performer, very reliable, fired up first time every time.

I had a 17" vengeance prop, which was a tad too tall for my set up as WOT pulled up @ 5200 RPM - about 500 rpm short and I reckon this also effected my fuel economy.

It would cruise nicely between 3200-4000 and return 33lt/hr-38 lt/hr cruising between 32klm/hr & 45klm/hr depending on the sea conditions. I reckon this would have improved if I had it propped right, and would reckon on the 610 quinnie being a lighter hull, it should by rights get a bit better than I returned.

It will certainly not be what you'd be used to with a 90 honda, but neither are you shelling out the big bucks on a comparable 4st. For me, it provided an acceptable solution til I could recover from building the Riptide and eventually upgrade. Now I'm running an f200 yam and am very happy with it.

But I was satisfied with the 150 merc - a typical day to the banks and running around, not a lot of change out of 180 litres for 6hrs running, but as i said, I was very confident with it, its was a solid performer



Sours: http://www.ausfish.com.au/vforum/
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Mercury OptiMax 150 Outboard Motor Review

Originally published in TrailerBoat #271, July / August 2011.

The Mercury Marine OptiMax 150 is the middle of three direct fuel-injection two-stroke outboards from 135 to 175hp, all of which use the same 60° V6 powerhead.

The 2.5lt loop-charged powerhead has been around a long, long time and in my opinion is one of the best Mercury engines. In carburetted and EFI form, it can develop up to 200hp. The combination of a relatively low WOT (wide open throttle) range — from 5250 to 5750rpm — plus big cylinder bore and short piston stroke ensure its long lifespan. I’ve even tried a race version running on Avgas and this pushed us to 84kts (155kmh) in a 5.5m skiboat on the upper Hawkesbury River.


Unlike some of its four-stroke competition, the Mercury OptiMax 150 outboard motor is a true marine engine with a diecast alloy cylinder block and head designed to handle the rigours of direct saltwater cooling. Spare parts are readily available and Mercury even offers a rebuild program for the powerhead.

As with all Mercury OptiMax engines, the 150 utilises the Orbital Engine Corporation of WA dual-stage OCP (Orbital Combustion Process) direct-injection with stratified and homogenous modes. This differs from the Evinrude E-TEC system in that it injects atomised air and fuel rather than just straight fuel via unit injectors, as occurs in a direct-injection car engine. At low revs (below 1500rpm or thereabouts) the air / fuel mix, which has fuel droplets down to only five microns, is injected in a narrow conical pattern directly at the spark plug. This creates the normal air / fuel ratio of 14.7:1. However, this is as lean as 70:1 overall in the combustion chamber.

Above 1500rpm the overall air / fuel ratio increases to generate the torque needed to plane a hull. Combined with fuel / oil ratios varying from 44:1 at WOT down to 400:1 when trolling, the 150 is very economical for its output. The standard in-boat oil tank holds 11.4lt.


At 201kg in extralongshaft (25in) the Mercury OptiMax 150 outboard motor is much lighter than any of the direct four-stroke competition. I tested one on an Archer 58C plate-alloy cuddy cabin, pushing a total of 1350kg and spinning an 18in pitch Quicksilver Mirage stainless steel prop. During the test I felt the demo 150 was slightly overpropped and could have done with a 17in prop. Even so, it performed flawlessly with low vibration levels across the entire rpm range and scarcely any harmonics through the hull structure.

The holeshot acceleration was matched only by other 150hp DFI two-stroke outboards and only when I poured on the power did the typical Mercury V6 “howl” become noticeable. However, the Mercury OptiMax 150 outboard was still noisier overall than the four-stroke competition.

Through full-lock figure-of-eight turns at 4000rpm there was absolutely no prop ventilation — quite an achievement on a plate-hull with a long external keel.

Hot or cold, the 150 started instantly with no oil smoke appearing at any time, nor was there an oil smell when backing upwind. However, the Mercury control box shifting action was “notchy” and should be improved.

Providing the antiventilation plate was kept at least three quarters immersed, power astern was good and no cooling-water starvation occurred. When trolling, the fuel consumption was comparable to that of a 60hp four-stroke outboard and a carburetted 25hp two-stroke. Best of all, after one hour of performance testing the 150 had used only 9.5lt — a superb figure for any 150hp outboard!

Powerhead access is good with the belt-driven air compressor and 60amp/h voltage-regulated alternator easily reached. The air and fuel injectors are also situated in neat blocks.


Mercury Marine recommends servicing the 150 every 100 hours, or annually after the first service at 20 hours. Providing this is done by an authorised service centre, the recreational-usage warranty stands at five years.

As of April 2011 the recommended retail price was $19,000 with a spare Mirage prop setting you back $1080.



Evinrude E-TEC 150XL




60° V6 2.6lt




3 years







2.3kts (4.3kmh)


0.8lt/h (trolling)

4.4kts (8.2kmh)


2.6lt/h (fast idle)

8.9kts (16.6kmh)


10.2lt/h (offshore troll)

14.8kts (27.4kmh)


11.5lt/h (minimum plane)

21.2kts (39.3kmh)


15.7lt/h (efficient cruise)

29.6kts (54.9kmh)


31.2lt/h (fast cruise)

37.4kts (69.4kmh)


59.0lt/h (WOT)

Click here to find the best new and used boat engines for sale.

Sours: https://www.tradeaboat.com.au/news-reviews/8184-mercury-optimax-150-outboard-motor-review

2002 Mercury 150 HP Outboard Motor 150hp 150XLSWB Salt Water edition

UnsoldSee similar items$3,500.000 Bids, eBay Money Back Guarantee

Seller:bylandnsea✉️(893)100%, Location:Jupiter, Florida, Ships to: US, Item:1735053811242002 Mercury 150 HP Outboard Motor 150hp 150XLSWB Salt Water edition . I am selling a 2002 Mercury 150 HP outboard motor standard 25” shaft length. Motor has power tilt and trim and is also oil injected. This is the last of the super reliable and light weight two stroke carb model which are basically bullet proof. Note: only the motor alone with no controls or prop is being sold in this auction. I still have the Merc controls and a stainless steel prop for this motor in my possession. Motor was removed and traded in at the outboard dealer for a new four stroke and is now available for purchase. Motor has been inspected by outboard tech and checks out in great working order with solid 120lbs compression on all 6 cylinders with only 376 original hours and it shows! Tilt and trim works fine and lower unit is clean free of water and metal shavings. This is a truly turn key motor that still looks very good with only needing a new owner, it won't disappoint. The winning bidder if picking up the motor can pay in person or a Bank check is required for payment if being shipped I can crate and ship the motor to any business with a forklift or your nearest UPS freight terminal for pick up to the east coast and southeast of U.S. for $379.00 or $399.00 for the mid and west coast of U.S. excluding Alaska and Hawaii.Condition:Used, Returns Accepted:ReturnsNotAccepted, Modified Item:No, Country/Region of Manufacture:United States, Custom Bundle:No, Manufacturer Part Number:150XLSWB, Brand:Mercury, Non-Domestic Product:No, Stroke:2-Stroke, Engine(HP):150, Warranty:No Warranty

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150 2002 saltwater mercury

Mercury 150 EFI

When Mercury Marine's EFI range of outboards were released in Australia in the late '80s, they provided boaters with the convenience of turnkey starting, just like an EFI car.

Basically, Mercury's EFI system is the same as that in an EFI car engine and injects fuel at the reed valves via an Electronic Control Unit (ECU) that continuously monitors air and engine temperature, throttle position, engine revs and barometric pressure, altering the air/fuel ratios accordingly. This enables Mercury's EFI engines to run as well on high altitude alpine lakes as they do at sea level, eliminating the need for the 'hit or miss' starting of choke-equipped motors.

But unlike Mercury's Optimax models, some unburnt fuel is released before the pistons close off the exhaust ports and the fuel/oil ratios are the same as carbie models. The combination of these factors prevents the EFI models from complying with the US EPA 2006 exhaust emission regulations, let alone California Air Resources Board (CARB) requirements.

However, there are still no plans to introduce EPA or CARB-style regulations onto the Australian market, so providing Mercury Marine continues to manufacture these motors they will be available locally past 2006.

The 150 EFI is the smallest of Mercury's EFI models and is based on its reliable 2.5lt powerhead. EFI models utilising this powerhead range from 150 to 200hp.

Standard features include Modular CD ignition, a 40-amp under-flywheel alternator with dual battery charging capability and an electronic engine warning system equipped with a high-pitched alarm.

The demo motor was supplied with full instrumentation including a water temperature gauge (more on this later).

Mounted on an 6.55m Allison Vision 21 spinning a 17in pitch Quicksilver Laser 11 stainless steel prop and pushing a total of 1450kg including two adults, safety gear and two thirds-full fuel tank, the demo motor was well matched to this hull though slightly under-propped.

However, add a full fuel load of 260lt, four adults and fishing tackle, which would bring the total to about 1800kg, the 17in prop would be ideal.

The demo motor started instantly hot or cold with oil smoke appearing only for the first five minutes, and had much lower vibration levels than a 175 EFI I tested a few years ago.

The motor warmed quickly from cold, and providing the anti-ventilation plate was kept at least three quarters immersed, power astern was good.

Trolling at 800rpm the 150 EFI averaged 5.8kmh and at 1000rpm reached 8.2kmh. At the normal offshore trolling revs of 2000, the average speed was 12.4kmh.

Despite the Allison having a half pod that wasn't flush with the hull bottom, a clean plane was achieved at just 24.6kmh at 3000rpm. At 4000rpm the Merc averaged a quiet 50.2kmh consuming 35lt/hr. Through tight figure-eight turns at 4000rpm there was some prop ventilation, but under normal circumstances this shouldn't occur.

At Wide Open Throttle the Merc averaged 74.1kmh on 5900rpm using 59lt/hr, and although the normal Merc V-six 'howl' was present it wasn't loud enough to prevent us conversing normally at the helm.

Unfortunately the demo engine overheated whenever we dropped off the plane. Above 3000rpm there was sufficient water pressure through the cooling water passages to overcome this problem, but at low speeds (when V-six Mercs always run hotter) the gauge needle was on the 'high' mark in a couple of minutes, accompanied by an ear-splitting alarm.

This is the first time I've encountered an overheating problem with a V-six Merc, but it did prove the value of a temperature gauge!

Powerhead access is very good and recommended servicing intervals are every 100 hours or once a year (which also applies to waterpump impeller replacement) after the first 20 hours.

The EFI 150 has a proven reputation for survival in saltwater and in my opinion is worth every cent over carburetted motors of the same size.

For recreational applications the warranty provides two years of general coverage, three against corrosion perforation and four for selected ignition components.

Engine type: V-six loop-charged EFI two-stroke
Prop hp/rpm: 150.1/5300
WOT rev range: 5000-5600
Piston displacement (cc): 2507
Bore x stroke (mm): 89 x 67
Ignition system: Electronic engine management
Charging circuit: 40 amp, 564 watt
Fuel type: ULP 91 RON
Oil type: Quicksilver TC-W3
Oil capacity: 11.4lt in-boat tank
Gear ratio: 1.87:1
Transom heights: 20/25in
Weight: 189/198kg
Rec. retail: Longshaft - $14,780, Ultra longshaft - $15,050
Spare prop: Stainless steel Laser 11 - $1100
Servicing costs*
Year one: $499
Year two: $282
* As per manufacturer's recommended schedule but excluding parts.
All prices current as of May 2002. Demo motor, prop and servicing prices from Hirecraft Marine, Toronto, NSW, tel (02) 4959 1444.

Sours: https://www.boatsales.com.au/editorial/details/mercury-150-efi-8250/
Spark Plugs - 2002 Mercury Outboard 150 Carb

Amalia was in Russia for the first time, but she immediately managed to grab the attention of the audience, lure and lead him along. Looking at all this from the dressing room, Lena, Sveta and Olesya could only grind their teeth, watching how the unfaithful audience so. Quickly found a new idol. After the concert, the girls rested in their hotel room and here, far from prying eyes, Sveta took her soul away, kissing a flask of brandy.

Here are bitches, right.

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They pawed me, tugged at my nipples, poked their tongues wherever possible and impossible. Then their members followed. They were not at all small, the smallest was about 30 cm.

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