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Evinrude Intruder 150 Specifications
| Engine Model: Evinrude Intruder 150 |
| Engine Type: 2-stroke 6-cylinder gasoline outboard engine |
| Total Displacement: 158.2 cu.in (2.6 L) |
| Rated Engine Power: 150 Hp (110 kW) at 5500 rpm |
| Fuel System: Downdraft carburetors or direct fuel injection |
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| General Technical Data |
The Evinrude Intruder 150 is a high-performance
two-stroke V6 outboard engine designed for applications demanding rapid
acceleration and strong top-end speed. This model spans several
technological generations, from traditional carbureted loop-charged
designs to advanced direct-injection E-TEC variants. The "Intruder" name
is synonymous with a performance-oriented ethos within the Evinrude
lineup, often featuring tuning and components optimized for quick
planing and competitive speed.
Early carbureted models are recognized for their aggressive power
delivery and mechanical simplicity, while later E-TEC Intruder models
combine this performance heritage with improved fuel efficiency and
reduced emissions. The engine's design prioritizes a favorable
power-to-weight ratio, making it a historical favorite for bass boat and
high-performance runabout enthusiasts.
Engine Designation: Evinrude Intruder 150
Engine Type: Two-stroke, loop-charged (carbureted) or direct-injected
(E-TEC)
Cylinder Arrangement: V6 (60-degree or 90-degree bank angle, specific to
model year and generation)
Bore (Carbureted Models): 3.50 inches (88.9 mm)
Stroke (Carbureted Models): 2.75 inches (69.85 mm)
Displacement: 158.2 cubic inches (2.6 liters) for established carbureted
variants.
Compression Ratio: Varies by generation; approximately 5.8:1 for
carbureted models, higher for direct-injected versions.
Rated Power: 150 Hp (110 kW) at 5,500 RPM (specific RPM varies by year
and tuning).
Full Throttle Operating Range: 5,000 to 6,000 RPM.
Ignition System: Capacitor Discharge Ignition (CDI) with mechanical or
electronic advance on carbureted models. Later E-TEC models feature
fully integrated electronic ignition.
Starting System: 12-volt electric starter motor with solenoid.
Charging System: Alternator output varies by generation; later models
feature high-output units.
Direction of Rotation: Standard right-hand rotation. Counter-rotation
models are available for dual installations. Gear Ratio: Varies; common
ratios include 1.86:1 or 2.00:1, often selected for performance
applications. Gear Shift: Hydraulic-mechanical actuation.
Exhaust System: Through-the-propeller-hub underwater exhaust, often with
tuned mid-sections for performance.
| Cylinder Block |
The cylinder block construction varies between generations. Earlier carbureted Intruder models often utilize a 60-degree or 90-degree V6 aluminum alloy casting. These blocks incorporate pressed-in cast iron cylinder liners for durability. The 60-degree configuration allows for a more compact overall package.
Later E-TEC generation blocks may transition to a closed-deck design with advanced cylinder bore coatings. A forged steel crankshaft is supported by multiple main bearings (often five or seven, depending on design). The block is engineered to withstand the higher stresses associated with performance operation and rapid acceleration.
| Cylinder Head and Valves |
As a two-stroke engine, the Intruder 150 operates without poppet valves. Gas exchange is controlled by piston-port timing. Cylinder head design is specific to the scavenging method. Carbureted loop-charged models use cylinder heads with combustion chambers shaped to direct the incoming charge in a loop across the cylinder for scavenging efficiency.
E-TEC direct-injected models feature cylinder heads designed for optimal combustion with the spray pattern of the direct fuel injector. Heads are aluminum alloy and are sealed to the block with gaskets. Performance-oriented models may have heads machined for specific combustion characteristics.
| Fuel System |
The fuel system design defines two primary Intruder 150 generations. Early models employ a carbureted system with three dual-throat downdraft carburetors, each feeding two cylinders. This setup provides substantial airflow for high-RPM power. A diaphragm fuel pump supplies fuel from the tank. Later E-TEC Intruder models utilize a Single-Stage Direct Injection system.
This system features an engine-driven high-pressure pump, a fuel rail, and individual injectors for each cylinder. Fuel is injected directly into the combustion chamber, allowing precise control over mixture and timing. This results in superior fuel economy, especially at partial throttle, and eliminates the need for pre-mixing fuel and oil.
| Lubrication System |
Lubrication systems differ significantly between carbureted and E-TEC Intruder models. Carbureted versions use either a pre-mix system (requiring a 50:1 or similar fuel/oil ratio) or an automatic oil injection system (VRO). The VRO system meters oil from a separate tank into the intake fuel supply based on engine demand.
E-TEC models employ a multi-point targeted lubrication system. This system uses a programmable oil pump to deliver 100% synthetic oil directly to critical bearing surfaces (crankshaft, connecting rods, piston pins) independently of the fuel. Oil consumption is markedly lower in E-TEC models, and visible exhaust smoke is absent.
| Cooling System |
The cooling system is a pressure-regulated raw water cooling system. A rubber impeller water pump, located in the gearcase, draws ambient water through intake screens. Coolant water circulates through passages in the block, cylinder heads, and exhaust system.
A thermostat maintains proper operating temperature. A visual tell-tale stream confirms pump operation. Performance models ensure consistent cooling under sustained high-load operation. Some later-generation models may incorporate elements of closed-loop cooling for temperature stability.
| Other Systems |
Electrical System: 12-volt negative ground. Systems range from
conventional alternator/regulator and CDI power packs on early models to
fully integrated Engine Control Modules (ECM) on E-TEC versions. Power
Trim and Tilt: A hydraulic trim and tilt system is standard. Performance
models often feature a generous trim range to optimize boat attitude for
acceleration and top speed. Exhaust System: Includes tuned expansion
chambers within the mid-section to enhance scavenging and power output.
Exhaust is water-cooled and discharged underwater. Gearcase (Lower
Unit): Utilizes a performance-oriented gearcase. This may be a standard
"standard" gearcase or a higher-performance "Laser II" or similar
design, characterized by improved hydrodynamic shape and lower drag.
Gearcase lubricant capacity is specific to the model. Propeller:
Performance is highly dependent on propeller selection. These engines
are designed to operate with high-pitch, cupped propellers to achieve
optimal top speed.
| Dimensions and Weight |
Dry Weight (Approximate): Varies considerably. Early carbureted V6 models weigh approximately 380-400 lbs (172-181 kg). First-generation E-TEC models weigh near 419 lbs (190 kg). Second-generation E-TEC G2 models are heavier, ranging from 496 to 530 lbs (225-240 kg) due to integrated steering and larger displacement. Shaft Lengths Available: 20 inches (508 mm) and 25 inches (635 mm) are common. Overall Dimensions: The V6 configuration provides a compact powerhead width. The profile is generally lower and more streamlined on performance-tuned models.
| Maintenance Data |
Spark Plugs: For carbureted models: Champion QL77JC4 or equivalent,
gapped to 0.040 inches (1.0 mm). For E-TEC models: specified surface-gap
plugs. Replacement intervals are longer for E-TEC.
Fuel System: Carbureted models require regular synchronization of the
three carburetors ("link and sync") and periodic cleaning. E-TEC models
require filter changes but minimal adjustment.
Water Pump Impeller: Replace every two years or 300 operating hours,
more frequently in sandy conditions. Gearcase Lubricant: Drain and
refill annually or every 100 operating hours. Inspect for metal
particles. Oil Injection (VRO or E-TEC): Verify system operation
annually. Ensure oil tanks are filled with appropriate oil (TC-W3 for
VRO, XD100 for E-TEC).
Link and Sync (Carbureted): A mandatory procedure to synchronize
carburetor throttle plates with ignition timing. Performed during
tune-ups or if running poorly.
| Tightening Torques |
Cylinder Head Nuts/Bolts: 20-22 lb-ft (27-30 Nm) for carbureted models.
E-TEC models may require a torque-plus-angle procedure (e.g., 25 ft-lbs
+ 90-degree turn).
Spark Plugs: 15 lb-ft (20 Nm).
Flywheel Nut: 90-105 lb-ft (122-142 Nm) for carbureted models. E-TEC G2:
110 lb-ft (149 Nm). Requires a crankshaft locking tool.
Main Bearing Cap Bolts: 22-24 lb-ft (30-33 Nm) for carbureted models.
Connecting Rod Cap Nuts: 17-19 lb-ft (23-26 Nm) for carbureted models.
Gearcase Drain/Fill Screws: 60-80 lb-in (6.8-9.0 Nm).
Propeller Nut: 55 lb-ft (75 Nm). Secure with a cotter pin.
Carburetor Mounting Nuts: 60-80 lb-in (6.8-9.0 Nm).
| Boat Applications |
The Evinrude Intruder 150 is a performance engine with a focused
application range. Primary Power: The dominant application is as a
single engine on high-performance bass boats and medium-sized runabouts
from 17 feet to 20 feet. Twin Installation: Used in twin configurations
on larger high-performance boats, including bass boats over 20 feet and
some offshore speed boats.
Boat Types: Fiberglass bass boats, high-output runabouts, ski boats (for
earlier models), and some light offshore speed craft. Common Hull
Brands: Historically paired with performance hull manufacturers such as
Ranger, Nitro, Stratos, Bass Cat, and Checkmate. Its reputation for
strong acceleration and top speed made it a frequent and popular choice
for tournament bass fishing and recreational speed boating throughout
the 1980s, 1990s, and into the E-TEC era.
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