If you've spent any time hanging around a local boat ramp on a Saturday morning, you've almost certainly heard the distinct, throaty growl of an evinrude 140 firing up. It's a sound that's etched into the DNA of North American boating. These old V4 powerhouses were the bread and butter of the OMC (Outboard Marine Corporation) lineup for decades, and honestly, it's a testament to their engineering that so many of them are still screaming across lakes and bays today.
I remember the first time I really got to open one up. It was on an old 17-foot center console that had seen better days, but the motor looked like it had been polished with a diaper. When that evinrude 140 kicked over, there was that puff of blue smoke—the "2-stroke salute"—and then it settled into that steady, rhythmic lope. There's just something about the way those V4s feel when they catch. They don't just run; they have a personality.
The V4 Legacy and Why It Matters
Back in the late 70s and through the 80s, the evinrude 140 was pretty much the king of the mid-sized outboard market. It hit that "sweet spot" of power-to-weight ratio that boat manufacturers loved. You'd see them on everything from bass boats and runabouts to heavy-duty work skiffs.
What made these engines so special was the V4 configuration. By using a 90-degree V-block, Evinrude managed to pack 140 horsepower into a relatively compact package. Compared to the massive inline-6 "Tower of Power" engines from Mercury at the time, the Evinrude was shorter and, in many cases, easier to work on. It tucked neatly onto a transom without making the boat feel tail-heavy, which is probably why they were the go-to choice for so many classic hull designs.
Understanding the Crossflow vs. Looper Era
If you're looking at an evinrude 140, you've got to know which version you're dealing with because they aren't all the same under the cowling. For a long time, the 140 was a "crossflow" engine. These were the classic "bubble back" motors. The exhaust manifold on the back had a curved, rounded shape to help with scavenging—the process of getting exhaust out and fresh fuel in.
Then, in the mid-80s, things shifted toward the "Loop Charged" or "Looper" designs. These were beefier, had more displacement, and generally offered more torque. If you find a 1985 or later evinrude 140, you're likely looking at a Looper. They're a bit wider and heavier, but man, do they have some grunt. People still argue over which one is "better," but the truth is, both are legendary as long as they were maintained properly.
The VRO System: Friend or Foe?
You can't talk about an evinrude 140 without bringing up the Variable Ratio Oiling (VRO) system. This was OMC's way of letting boaters stop mixing oil and gas in a five-gallon jerry can. It used a specialized pump to pull oil from a separate tank and mix it with the fuel before it hit the carburetors.
Now, if you want to start a fight on a boating forum, just ask if you should keep the VRO. A lot of guys swear by them, noting that they actually save oil by leaning out the mixture at idle. Others? They don't trust a 30-year-old plastic pump with the life of their engine. It's very common to see these engines converted to "pre-mix," where the owner just disconnects the oil side and mixes the gas and oil directly in the tank at a 50:1 ratio. It's a bit more work at the gas station, but it provides a lot of peace of mind.
What It's Like to Run One
Living with an evinrude 140 is an experience in raw, mechanical connection. Modern four-strokes are great—they're quiet, they're efficient, and they start with a whisper. But they're also a bit boring. When you slam the throttle down on an old 140, there's no computer thinking about it. Those four carburetors open up, the intake roar increases, and the boat just moves.
The hole shot on these engines is still impressive even by modern standards. Because they're two-strokes, they fire on every revolution, giving you that instant torque that's perfect for pulling a skier out of the hole or getting a loaded boat on plane quickly.
The downside? Well, they're thirsty. If you're planning on cruising all day at wide-open throttle, you'd better have a big fuel tank. An evinrude 140 at full tilt will drink gas like it's going out of style. But for most of us, the trade-off is worth it for the reliability and the lower entry cost compared to a new $15,000 engine.
Maintenance Tips for Longevity
If you've got one of these beauties, or you're thinking about buying one, there are a few "must-dos" to keep it from becoming an expensive anchor.
- The Water Pump: Change the impeller every two seasons. Period. These V4s do not like to run hot. If that rubber impeller gets stiff or loses a vane, you're looking at a warped head or worse.
- Gearcase Lube: Drain it every year. If the oil looks like chocolate milk, you've got a seal leak. It's a cheap fix now, but a very expensive fix if you let that water freeze or rust the gears over the winter.
- Carburetor Cleaning: Modern ethanol gas is the enemy of the evinrude 140. It gums up the small jets in those carbs. Using a fuel stabilizer or, better yet, finding non-ethanol "rec gas" will save you a world of headache.
- Spark Plugs: These engines are sensitive to the type of plug you use. Stick with the Champion plugs recommended by the factory. It sounds like an old wives' tale, but these OMC ignition systems really do seem to run better with the specific plugs they were designed for.
Buying a Used Evinrude 140
If you're scanning Facebook Marketplace or Craigslist for an evinrude 140, don't just take the seller's word that it "ran great last year." You want to see a compression test. Ideally, you want all four cylinders to be within 10% of each other. If three cylinders are at 120 PSI and one is at 90, walk away. That engine is tired and likely needs a rebuild.
Check the steering moveability, too. These older motors have grease fittings that often get ignored. If the swivel bracket is seized up, it's a nightmare to get it moving again. Also, take a peek under the cowl for any signs of "salt creep" or excessive corrosion. A motor that lived its life in fresh water is worth its weight in gold compared to a salty one.
The Verdict on This Classic Workhorse
At the end of the day, the evinrude 140 represents an era where things were built to be fixed, not thrown away. You can still buy almost every part for these engines at any decent marine supply shop. There's a massive community of enthusiasts who know these blocks inside and out, so if you run into a problem, the answer is usually just a quick search away.
Sure, it's loud. Yes, it smells like a lawnmower. And yeah, it's going to cost you a bit more at the pump. But when you're out on the water and you hear that V4 scream, you'll realize why people refuse to let go of their old evinrude 140. It's not just a motor; it's a piece of maritime history that still has plenty of life left in it. If you find a clean one, grab it. They just don't make them like this anymore, and honestly, that's a bit of a shame.