the Mercrusier 3.0 liter marine engine can come with a closed cooling system that uses antifreeze, or an open cooling system that used raw water, the closed cooling sytem engines will not have any rust in the water jackets. here is a Mercrusier 3.0 ( GM marine 3.0 ) http://cgi.ebay.com/ebaymotors/1987...7757531QQptZBoatQ5fPartsQ5fAccessoriesQ5fGear
You got that right! Too bad that Ford strayed from its roots and produced too wide a variety of engines. This is one place that GM excelled
I have a marine head/intake and finned aluminum valve cover for an Iron Duke from a late 60's boat that I'd swap for something if anyone needs it. Some other stuff too, oil pan, ect.
The Iron Dukes are best chosen from S10s, Astro vans or Grumman postal trucks. They have better iron and a better crank. If you're lucky, you may even find one with the trans you want. The front drive/Fiero engines will work, but the crank is fragile and doesn't take well to rough usage. There were many heads available. The truck units were all of cross flow design. The car heads I don't know since they tend to be in very undesireable models. That could make them dirt cheap, though. The marine engies are fairly inexpensive, far more robust than Dukes and apparently easy to make cheap power with. The bell housing is bigger if that makes a difference to you.
The old Nova (Chevy II) 153 four cylinder engines were pretty decent...essentially, all they are is a 194/230 six cylinder minus two cylinders! Adapting them to an early Ford drivetrain shouldn't be a real big issue, here's one installed in a 32 Ford (Brookville) roadster using and adapter to mate it to the closed-drive tranny. Just like the 194/230 (and later 250/292) six cylinders, the Nova four used the common Chevy V8 style bellhousing pattern...making swaps pretty simple!
lOTS of RACE Stuff for the Chevy II, or Mercuiser 3.0 Fontana makes Racing parts for the Chevy II , including an aluminum head and block http://www.streetrodderweb.com/tech/0808sr_tasmanian_devil/index.html also SEE ................. http://www.fontana-automotive.com/4cylinder.html fontana also makes INLINE GMC 6 cyl racing heads out of aluminum http://www.fontana-automotive.com/gmc.html
OK, but! Mercruiser and OMC sold a variation of the 153cid early 4 banger that had a 4 inch bore and a 3.6 inch stroke [181 cu in] . OMC called it the 140 because it made 140 HP. It used small journal 327 rods and 327 pistons while the 120 used 283 [3.875"] pistons with the 3 inch stroke. The 140 was not an iron duke but had the same bore/stroke ratio with the early block. It's a very rare and sought-after block. I worked at a salvage yard in Portland, Or and the owner bought a rolled boxcar of these brand new OMC 4 bangers that had derailed. The boxcar also had gallon cans of tan epoxy paint in with the engines....23 engines. All of them were covered with tan paint and it was my job to clean the 4 bangers up, replace any broken parts and get them running for resale and paint 'em OMC blue. Well, the Jeep club from washington state got word about these engines and had me remove all the marine intake/exhaust, water pumps and distributors. I swapped passenger car accessories [distributors,water pumps, pulleys and intake/exhaust manifolds] onto the marine engines to fit their Jeeps. I sold all the 140s to jeep owners and a few 120s too..the rest of the 120s were equipped with out-drives and marine intakes/exhaust and waterproof distributors. We sold them equipped either way for $1700 apiece. Man, those "Jeepers" couldn't get enough of those 140 HP motors..mucho power for a light jeep CJ.. Wish I'd kept one for myself but 1700 clams was a lotta dough in 1975-76... I was able to save 22 of 23 engines. The 23rd had a badly broken block.
Koz, When you say a Ford toploader do you really mean the '32-'39 Ford passenger car transmission? The term top loader is usually used for a much later transmission. My suggestion would be to hold out for a 181 inch marine version of the motor and run the 153 inch head and manifolds (you would need to build special manifolds for the 181 but it is a better head). Some one commented that they thought they were all 151 inches. The Iron Duke was 151 inches but all of the Chevy II and Mercuriser marine 120 hp versions were 153 inches. I think you need to be sure to get a motor out of a real wheel drive car to get the same bell housing as the Chevy V8. I think it is an excellent choice for an engine. I have a 181 inch Mercruiser marine engine in a '32 roadster using a '39 transmission. The car has been together for 20 years. You can make the modification so that you or a future owner can easily restore the car if desired. Charlie Stephens
2010 GM vortec 3.0 liter ( 181 ci Chevy II type 4 cyl. for industrial apps ) the natural gas versions come with 10.5 to 1 compresion ratio!!! http://www.gm.com/experience/techno...ecialized/industrial/2010_3000_Industrial.pdf SpecificationsVortec 3.0LIndustrial Engine© 2009 General Motors Corporation PRINTED IN U.S.A. 01/26/09GM PowertrainType: 3.0L I4 Displacement: 181 cid (2966.59 cc) Engine Orientation: Longitudinal Compression Ratio: 10.5:1 (LW6), 9.2:1 (LMX, High CR) 8.25:1 (LMX, Low CR) Valve Configuration: Pushrod Actuated Overhead Valves (2 valves per cylinder) Assembly Site: Toluca, Mexico Valve Lifters: Hydraulic Flat Tappet Firing Order: 1 - 3 - 4 - 2 Bore x Stroke: 101.60 x 91.44 mm Bore Center: 112.26 mm Bore Area: 324.29 cm² Fuel System: MPFI Fuel Rail and Injectors (LMX) N/A (LW6) Fuel Type: LMX: Gasoline (MPFI) LW6: Propane, Natural Gas Horsepower:94 hp (70 kW) @ 3200 rpm (MPFI: Gasoline (LMX)) Low CR 93 hp (69 kW) @ 3.0L rpm (MPFI: Gasoline (LMX)) High CR 73 hp (54 kW) @ 2200 rpm (Natural Gas: (LW6)) 64 hp (48 kW) @ 1800 rpm (Propane: (LW6))Torque:188 lb-ft (255 Nm) @ 1800 rpm (Propane: (LW6)) 178 lb-ft (241 Nm) @ 1600 rpm (Nat. Gas: (LW6)) 172 lb-ft (233 Nm) @ 1800 rpm (MPFI: Gasoline (LMX)) High CR 168 lb-ft (228 Nm) @ 2300 rpm (MPFI: Gasoline (LMX)) Low CRFuel Shutoff: OEM defined Shipping Weight: 363 lb (165 kg) Materials:Block: Cast Iron Cylinder Head: Cast Iron with exhaust valve seat inserts Intake Manifold: Customer Supplied Exhaust Manifold: Customer Supplied Main Bearing Caps: 2 -Bolt Cast Iron Crankshaft: Nodular Cast Iron Camshaft: Indus. Profile Low Speed, High Torque (8-port) Industrial Gaseous Fuel Profile (8-port) Connecting Rods: Powdered MetalInformation may vary with application. All specifications listed are based on the latest product information available at the time of publication. The rightis reserved to make changes at any time without notice
marine Vortec 3.0L I-4A proven history of performance and durabilityFeatures & BenefitsMPFI Version:¶Multi-port electronic fuel injection (MPFI) version that uses gasoline only ¶Capable of meeting current and future emissions regulations ¶Cylinder head targets fuel injectors to back of intake valves for quick response to changing conditions ¶Stainless steel MPFI fuel rail resists corrosion ¶Shipped with HVS coil and 58X crank sensorCarb Version:¶High Energy Ignition (HEI) distributor and coil are shipped on the engine as standard equipmentAll Versions¶A high-flow cylinder head with straighter intake ports and a higher compression ratio delivers impressive horsepower ¶Cylinder heads feature sintered powder metal exhaust valve seat inserts for improved durability ¶State-of-the-art coolant pump seal uses a combination of advanced materials to provide superb sealing action under extreme conditions ¶Nodular iron crankshaft for increased strength and engine life ¶Camshaft is specifically designed for marine duty cycles and optimized for maximum performance ¶High-silicon cast aluminum pistons ensure optimum performance for the life of the engine ¶Cylinder case has brass water jacket core support plugs for resistance to corrosion ¶14” diameter flywheel provides common size with most GM engines ¶An electronic control module (ECM) and related hardware are available in kit form. The ECM uses state-of-the-art technology to optimize fuel andspark requirements. Specifications© 2009 General Motors Corporation PRINTED IN U.S.A. 01/27/09www.gmpowertrain.comGM PowertrainType: 3.0L I-4 Displacement: 181 cid (2966.59 cc) Engine Orientation: Longitudinal Compression Ratio: 9.2:1 Valve Configuration: Pushrod Actuated Overhead Valves (2 valves per cylinder) Assembly Site: Toluca, Mexico Valve Lifters: Hydraulic Flat Tappet Firing Order: 1 - 3 - 4 - 2 Bore x Stroke: 101.60 x 91.44 mm Bore Center: 112.26 mm Bore Area: 324.29 cm² Fuel System: N/A (LW6) MPFI Fuel Rail and Injectors (LMX) Fuel Type: Regular Unleaded Horsepower:143 hp (107 kW) @ 4800 rpm (LMX) 140 hp (104 kW) @ 4800 rpm (LW6)Torque:178 lb-ft (241 Nm) @ 3600 rpm (LMX) 177 lb-ft (240 Nm) @ 3600 rpm (LW6)Actual power levels may vary depending on OEM calibration and application.Fuel Shutoff: OEM Defined Shipping Weight: 363 lb (165 kg) Materials:Block: Cast Iron Cylinder head: Cast Iron with exhaust valve seat inserts Intake manifold: Customer Supplied Exhaust manifold: Customer Supplied Main bearing caps: 2 -Bolt Cast Iron Crankshaft: Nodular Cast Iron Camshaft: Marine Profile Connecting rods: Powdered MetalInformation may vary with application. All specifications listed are based on the latest product information available at the timeof publication. http://www.gm.com/experience/technology/gmpowertrain/engines/specialized/marine/2010_3000%20Marine.pdf
I rebuilt mine on my boat. Mercruiser made a 2.5l (billed as a 120HP) and a 3.0l (billed as a 140hp) motor. Other than some front mounting stuff, they're pretty standard on the outside. When you look for parts at napa, etc. you ask for a mercruiser 120 or 140, not a chevy 153. Inside, however, is a different ballgame. The cam is way different because in a boat, we run redline or aren't running. Rarely are you mid throttle unless idling in and out of a no wake area. I've been told buy a local boat mechanic that although boats run chevy blocks (the vortec 4.3 is popular) if you just drop a car motor in your boat you can run it so hard you screw up head bolt threads or have huge valvetrain failure issues. That being said, the 2.5 and the 3.0 are SOLID SOLID motors. Previous owner of my boat ran it with water leaking into the oil pan for a whole season, we sealed it with JB weld and ran it another season until taking it apart...no knocks rattles or nothing, just took it down to check it out of fear that something was waiting to fail...everything was fine. Only weak point is the old school ignition, the pertronix II kit that hides under the cap with the flamethrower coil made a HUGE difference for us and looks stock from the outside. Someone said forklifts used these, they are correct, although i think it may have been a diesel or propane variant. Advance and Auto zone found parts for us under the chevy II everyone has mentioned. Strangely, the boat version uses a huge starter that's as big as my pontiac 455. we used it and switched the nosecone from a chevy sb starter. Not sure what the chevy II's used. Also, they have a multi log manifold that is intake and exhaust, i'm not sure how standard the pattern is if you can use car manifolds on them, but the older(like pre 78) used one pattern on the head and the later a different one. The older ones use 2GC carbs that are easy to tune and smooth as a pup. Newer ones use injection.
clifford makes a perfomance Intake manifold http://www.cliffordperformance.net/..._Code=CP&Product_Code=29-C&Category_Code=C250 isky and other cam makers have cams too http://iskycams.com/onlinecatalog.html Part No. Lift Lash Hot Duration Duration Lobe Cam Only Grind No./Type APPLICATION RPM-Range INT. INT. INT. INT. Center EX. EX. EX. EX.251256 256-SUPERCAM 1500-4800 .493 .000 256° 202° 112°HYDRAULIC .493 .000 256° 202° 251262 262-SUPERCAM 2000-5500 .488 .000 262° 208° 109° HYDRAULIC .488 .000 262° 208° 251270 270-HL 2000-6000 .510 .000 270° 216° 109° HYDRAULIC .510 .000 270° 216° 251525 525-A 2000-6000 .525 .025 268° 228° 109° SOLID .525 .025 268° 228° 251526 525-B 2500-6500 .525 .025 278° 238° 109° SOLID .525 .025 278° 238° 251565 565 3500-7000 .565 .025 290° 242° 109° SOLID .565 .025 290° 242° 251278 RR-278 2500-6500 .525 .020 278° 230° 106° ROLLER .525 .020 278° 230° 251288 RR-288 3500-7000 .525 .020 288° 242° 106° ROLLER .525 .020 288° 242° 251298 RR-298 4000-7500 .590 .028 298° 254° 106° ROLLER .590 .028 298° 254° CHEVY II 1962-71 4 Cylinder 153 cu. in.
Too wide a variety of engines??? Ha! That's like going to a buffet and saying there's too much to choose from. Yeah GM really excelled alright untill you remember that GM is not limited to Chevrolet. How many different 350's and 400's and 454/455's did they make? What's the interchangeability on that?
i have 1 for sale 153 cu in just drop in and go 1800 call me if ur interested alot of money spent in this engine very power alot of good parts jimmy 609-498-4891
My buddies dad has a running CII style in a old '71 boat for sale, says it runs, first $500.00 will buy it. In Edmond OK. This guys dad bought it new and left it to his son who I talked to last Sunday and saw it in person.
The 29 roadster with the Frontenac valve cover was originall built by the late Jim Ewing of Superbell Axle fame. Car was lots of fun and generated many questions about the Fronty head bolting right on to the Chevy engine. I am currently collectin parts to assembly one of these engines with a Ansen 8 port racing head and a RAJO valve cover.
Weedburner40, If you remember Jim Ewing's Model A it was not a totally traditional car, drop tube axle, hairpins etc., but it totally captured the prewar feel so well. I've saved those pics for maybe 15 years now waiting to be able to build one. My '31 is actually based on that car, which along with Jim Inglese Full House roadster is in my opinion the two best real hot rods I've ever seen. My car is a slightly later version with steel wheels and a different interior to capture maybe 1948 or so. Bangers still ran with the flatties then. Damn you guys inspire me!
didnt realize so many people are building these 4 bangers. i'm in the prosess of doing one myself now. do you have any steel crankshafts for sale email me (speedbump21@msn.com)thanks mike
I have a bunch of chevy II stuff we used to race in a 4 cyl division( heads, blocks, cams, header, fuel injection,ETC let me know (RTR1141@aol.com)
i just built the new Sorchik motor and found this place doing research for lance. check out this company the price for a brand new industrail 3.0 can't be beat http://www.helmarparts.com/category_s/269.htm of course thou the 3 grand one is the best one with the 8 port head. this motor is soap to nuts ready to go.
I have one complete & running with bellhousing, 3 speed. $1100.00 Additional marine version complete $400.00, with dual carb setup. Montgomery, Texas. Too far away. Anyone else? Bob
1) How heavy is this model A you've got? 2) i, personally, will vouch for the later 2.2 4cyl. I've got 280K on mine, never rebuilt. Still running good and delivering 32mpg. 3) It's good and comforting to know that GM still makes the "nova" 4 cyl: a) But can i run a "regular" distributor with it? b) Can i run a mechanical fuel pump? c) Prices? UPDATE: OK, nevermind---i see that the marine version comes with HEI and carb.
PT.2: What are/is the advantage(s) of "marine" engines over "regular" engines if any? And why not just make every engine a "marine" engine? 2) i take it that "industrial" engines are designed to "sit" in one spot and power, say, a generator all day. Does this mean an industrial engine shouldn't/couldn't be used in car application?
#2 industrial engines work just fine in car apps. They usually have some mods for H/D service,hard seats ,bypass cooling systems etc.
Ok, I know this is an old thread but still relevant, in my case anyway. I have one of the Mercruiser 181 FL engines, also known as the GM I-L4 3.0. It had a Rochester sitting on it, and the coil/points ignition. I have a few questions if I may? Four bangers are a new animal for me but this one is just begging to be put on dry land. It is originally from a sailboat of all things, with a 1:1 Velvet drive. I am wanting to use it as the power plant in a build of a two seater Spring/Summer/Fall Cruiser in the fashion of a Roaster. Something for the wife and I to drive around 750 miles round trip a few times a year and to hop into (weather permitting) and run to get milk and eggs for the wife. Can I use the long block and swap out the head? Do I need to change the cam? Where can I find parts for this thing other than marine parts? The other option for this little guy is to find a Mid 80's bayliner and stuff it into that. (The wife likes this idea, I don't) Any suggestions, tips, resources, etc. good or bad are greatly appreciated. No it wont fit where my 19yo told me to put it after I set it on his foot while he was texting...... Thank you all for your time and consideration
I had a copy of one of the mags of the 70s or 80s that put a 4 cyl II motor in a 33 4 dr. I think the emphasis was on fuel milage. So, it has been done. Remembering that article, I considered one of the turbo (2300?) Fords as it had power yet smooth running for street/highway use. A/C brackets etc all still avalible in scrapyards. Big plus also is there are numerous outlets for performance equipment as it is one of, if not the most popular engine in the 4 banger roundyround classes. In this part of the country anyway.
http://greenbaypartsworld.com/marineenginekits.htm, http://www.michiganmotorz.com/delco-voyager-marine-electronic-distributor-p-120.html http://www.atlantaliftruck.com/index.php, http://www.helmarparts.com/ read this thread for more information on the 181 inch motor i just built for jersey suede's new 28 low rider pup. http://www.jalopyjournal.com/forum/showthread.php?t=415312
Anyone know where to get the HEI? I tried searching west marine but came up with nothing. Maybe I was not looking for the correct thing. Thanks
I have a Clifford intake and a weber adapter, mercruiser valve cover and side cover for a 153-181 I might sell.PM me
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