Technical 4 cylinder mercruiser-engined cars

A 151 S10 engine might be an option. I considered it, as I owned one for quite some time. Cross flow head, roller cam. The TBI intake I think could be easily adapted to a carburetor; as there is a lot of room under the injector, where the EGR get's dumped into a troth around the riser. It's also a water heated intake. I was told an early Monza distributor would swap to eliminate the computer controls. At one time a recall seeing adapters to mount to a turbo 350 trans. I assume they used a BOP bellhousing pattern, but I could be wrong. A Fiero high volume oil pump fits too. They had a rear sump pan as well. I considered swapping the crank for a longer stroke too. I was told it could be done, and I was told it couldn't be done. Take your pick! I don't recall the valve sizes, but it's probably possible to install bigger valves too. The only thing I noticed was the head casting looked as if the material didn't flow properly, on a similar one I had in a Buick. But it was not in a load bearing area, and it worked without a problem. I would think pistons, other than the stock dished ones could be found too. They had a 4 inch bore, if I remember right. The truck had an automatic with OD, although I don't know which one they used, but with 373 gears it was no slouch.
Food for thought, if you can get one for next to nothing.

 

Here are 3 cam profiles that Erson worked out for me several years ago. # 1 is the mildest and # 3 is the one I got. Probably #1 is the best street cam. Note that these are based on a 1.70 rocker ratio instead of the stock 1.75. I'm using big block roller rockers because I had some. I don't know how much difference the 0.05 would make.

 

2.85x1.75=490 lift

 

http://schneidercams.com/chevrolet4-cylchevyii.aspx

 

Clifford intake.

 

Thanks all for the camshaft info, really enjoying this thread.

 

There are at least two more threads here about these engines. There may be some misinformation as well dealing with interchange between the 151, 153, & 181. And I wrote some of it.
https://www.jalopyjournal.com/forum/threads/chevy-ii-153-four-cylinder.745583/
https://www.jalopyjournal.com/forum/threads/chevy-ll-4-banger.144835/

 

This question may have been asked/answered before, but my 153/181head OMC engine does not have a vibration damper on the crank. Is this common on boats? and what should one do for a street car, if anything?

 

The 153 had no dampener on the crank when a Chevy II, not sure about boat engines. The 181 has a dampener like a small block or six.

 

I just got one of these given to me. Said number 2 cylinder was low on compression but otherwise good.
Price was right for something I’m piddling with

 

Been "piddling" with mine for years now. I'll get it together some day.

 

I've started on my build again. Two friends are helping he get my '26 Chevy roadster together. I'm hauling it down to one of their shops and we will work on it there. I'm going back through these threads to get my head back around the engine stuff.
I saw the earlier post about cast and forged cranks. It is probable that early 153s had forged cranks with fewer or smaller counter weights. I know this was the case on early 292 sixes. The early one had forged cranks with fewer weights. The later one were cast but had a full set of weights. Most prefer the weighted later cranks. I don't know if this carries ove to the 153.

 

Here's something for ya Tom, https://www.ebay.com/itm/Algon-Fuel...-4-cylinder-shaft-and-butterlies/352826300717

 

Interesting for sure. Could something like that be streetable?

 

Every thing is streetable. Tractable may be another story. EFI conversion fodder maybe?

 

I have a measurement request. I need to know the diameter of the machined portion of the distributor body. The section that slides down into the block. I'm thinking of using an early 151 [ non crossflow ]/153/181 distributor in another motor and before buying one I need to see if the GM dist is close enough to turn down to fit the new motor. Thanks !!

 

Hi Charlie, I have heard the 181 cam has larger journals than the CHEVY 2. Is this true?

 

I will have to pass on that question. I don't remember hearing that but it has been too many years. How about calling someone like ISKY and asking if the same cam fits both engines?

Charlie Stephens

 

No, Cams are the same size. Even the 151 will fit but the valves are in a different order. The 153 rod pins are 2.0 and the 181 are 2.1. Same bearings as the small blocks and L6s. Except for the 292 the sixes and 153 use the same rods. The 181 is the same but for the 2.1 big end. I believe they are the same forging as the small blocks but the V8 rods are machined one one side so they can share a crank pin. If you could get them before that cut was made I think all small block rods would work here.

 

The South Americans seem to have a ton of aftermarket parts for the 153 GM engine. Saw a video on youtube recently with an 800hp 153 running on menthanol efi and turbocharged.

 

I stumbled on this thread and thought I would post this 28 Ford Roadster I have. The project started in the early 70s in Portland Oregon and has never been completed. The chassis was built by Russ Meeks (RM Engineering) Unique for that era were midget style front and rear disks and rack; modified 4-bar front and rear; Spax coil overs and Borrani knock off wheels. It has a 120HP Mercruiser motor.

 

I'd like to see more and I like to see it finished.

 

This is what a real Bird Nest looks like

 

I just bought a rear sump oil pan just to make sure it would would fit these. It is for an early a 2.5 from a Jeep CJ5,CJ7, CJ8 from '80-'83.

 

I remember this thread so i looked it up. 87 pages of info.
https://www.jalopyjournal.com/forum/threads/the-elusive-224-3-7-mercruiser-banger.256713/

 

to bump a good thread back to life, add some input learned by helping/working with side by side with jersey suede to build his 29 A pickup which is powered by a 1985 mercruiser 181. 140 HP 4 banger.

for lance we spent a lot of time and digging around the internet to find just what was different between the old nova 153 inch and the 181 inch industrial, forklift.generator model and the boat, going beyond the head issue,as the boat motors used a 8 port head of 4 types, mostly different by the port size and shape and how some have a raised exhaust port, latter marine had a free standing MPEFI so those heads have injector holes machined into the intake ports from topside of head on the 8 port head and the industrial/forklift using the 6 port head,

camshaft there were 2 used, that i know of, the vapor fuel aka propane and NG had a low rpm worthless in car grind that topped out torque somewhere ??? around 3000 rpm , specs listed are 85 hp @ 3000 rpm (Gasoline), 74 hp @ 3000 rpm (LPG), 50 hp @ 1800RPM (NG) the marine grind is closer to a 3/4 race,when compared to a isky 3/4 grind power comes on above 1500 running to 4800 rpm, they will pull out to 5.500 with a flat spot above 4800 making for the possibility of using 4:11 gears or like lance dose hold the 5 speed back a gear and keep the rpm up. since he has 3:42's in the rear end

there were 3 pistons used, each making for higher compression, the mercruiser motors run a dished piston making 8.25 ,volvo/marine power use a true flat top zero valve reliefs and 9.25 ,the vapor gas industrial made 10.25 ,

when i built lances motor we used volvo pistons, plus he had a warped block and head so yes the head are both milded to true, as head gaskets blowing was a common issue in these motors along with the 194/230/250 and 292 inline 6's so yes working weekends in a marina in the summer i replaced may a head gasket on them. along with my day job in a chevy dealer in the 1960's

there are 2 blocks used a 2 piece rear main seal to about 1990? and 1 piece rear main above 1990. the early motors 1989 and older had 5 oil pans used a front sump.center sump and a rear sump. the use the 2 piece seal rear sump on a early block one needs to also get the pump pickup. one studded main cap bolt,and cut the baffle down to clear the longer throws of the crank . that pan was made for the 153 inch motor not the 3.60 stroke of the 181 . yes we found out the hard way, on the engine stand i did not feel the hitting, when running it sounded like a bad conrod ,

the latter 1 piece seal motors i found 1 listing showing 5 oil pans, front, center and rear sump. listed in a marine parts book for them.as like with a small block 1 piece the block,pan and timing cover are made for the block and 1 piece pan gasket.

they used two flywheels a 12.75 inch on the 2 piece and the 14.0 inch on the 1 piece .all share the common chevy bell housing pattern ,

damper wise they had a inline 6 damper that holds the fan belt grove and normal chevy pulleys bolting on other wise

if i were to again build one for use in car, I would start with a 6 port industrial engine for ease of manifolds as clifford is still making a header and 2 intakes for 2 barrel and small holley 4 barrel carbs i would not worry about using a marine grind camshaft if running 4;11 gears other wise choose a good grind from many on the market .have the higher compression ratio to start with

ignition wise one can use the stock points unit or a marine/industrial dizzy found in kit form that we used which only has 2 wires 1 a keyed power and a second that feeds a tach if used the kit came from
https://www.michiganmotorz.com/3-0l-delco-voyager-est-marine-electronic-distributor-kit
yes it's fixed timing but gives solid reliability with easy to find parts when needed

sound wise they idle like a mild cammed small block yet sound like a model t or a A bone 4 on acceleration .either way it's a fun motor with more than enough guts to run down the highway with everyone else , yet be easy on the wallet MPG wise

 

a little more info posted on another site https://www.j-body.org/forums/read.php?f=6&t=81650&a=1
plus another parts manual.breakdown

 

I have been told that some of the small postal Jeeps have a form of this motor. Anyone know for sure?? Thanks Gene.

 

Yes there were 153s in some postal Jeeps. DJ I think was the model/
I just found out something else about the front & rear sump oil pans. My Chevy II block had a front sump and the dip stick hole in the block is slanted toward the front.

 

postal DJ5 jeeps used the 153 inch 2.5 l