Evinrude X115 $250.00

[LakeRacer99]

If anyone is looking...
I found this on the AOMC site...might be a good deal if it really is an X115.

Tuesday, June 15, 2004 at 18:14:08 (CDT)
For Sale: Evinrude X-115 outboard.
Guy that I got it from said it runs. It has a broken drive shaft.
I was going to see if I could fix it but decided not to fool with
it. He also said it is a racing motor. It has a two blade prop
with it.The motor is complete 1967 model motor. The model #
is 115842S serial # is J01188. This motor is for pickup only, I
will not ship. Asking $250.00 cash.
Audie Puett
Athens, TN
Email: gigman@comcast.net

[Dave S]

I bet someone grabbed that rite away. Great deal. V V V V ....HeeHee

[Raceman]

If they won't bring close to 10 X that price I've got two of em that I'm buried alive in.

Sounds like somebody didn't get the memo from the AOMCI upper echelon: buy low sell high. Of course knowing some of those guys, it may be a dummy ad to try and convince somebody that their stuff ain't worth anything.

[Laker]

Raceman
Thats what I was thinking.
I emailed him and told him I would take it but no answer....
Decoy add

[4-MULA-V]

Anyone know of any more info on the X-115, how many made, lower units available, years made, Photos etc. Thanks

[Raceman]

I've had 3 of em, still have 2. As far as I know they all came with a shiftable gearcase that was smaller than a std case and had the exhaust ABOVE the cavitation plate. There was also a non shiftable race gearcase for em, but as far as I know it was sold as an accessory and never installed on the engine at the factory. It may've even been a later Stinger (4 cyl race type stinger) gearcase that was retrofitted back to the X115 and GT115 by some people.

[Mark75H]

Anyone know of any more info on the X-115, how many made, lower units available, years made, Photos etc. Thanks

I'll but some stuff up next week, I'm headin' out this AM, back on Tues.

[Bill Schwab]

I contacted the person who had the 115. He sold it already. The gearcase on those was a manual shift, about 3" in total diameter with the bullet even with the front of the gearcase, rounding back to the housing. They were above cavitaion plate exhaust which could be capped off to dump it just below the plate. The forward speed caser had a missle looking effect to it, and protruded past the front of the lower unit about an inch, give or take. They were designed for about 15 hours of use before they needed to be torn down and redone, the forward gear and pinion took a pretty bad beating. The cool thing is, if you have one, all you need to do is yank off reverse gear, flip flop it with forward, then grind all the teeth and clean forward up using it for a spacer and you can run the unit again.


I don't think you could bolt a later Stinger gearcase directly to the midsection of that motor, they used a different bolt pattern, and I belive the powerhead used a different pattern because the gaskets were two different part numbers. At least I recall pretty well the base gaskets hanging on the wall and there was a separate number tag on the GT gasket. Me thinks anyway....

[Mark75H]

I kinda think the bolt pattern was the same for a while and the Stinger cases will fit; both the direct drive 1:1 type and 14:23 club foot.

The quanity was pretty low and very low compared to Mercury's race efforts. My guess would be that the minimum number required for class participation were produced. Might have meant 250 X-115's and GT-115's the years they were considered production motors. Thereafter when they were acknowledged to be race motors fewer than 100 per year, perhaps only a few dozen per year as needed to pester Carl Kiekhaefer & Mercury at the highest profile races.

[Mark75H]

They were produced 2 years, 1967 & 68. 1967 motors were 89ci, for 1968 they were upped to 99ci, but still called 115's even though the power was probably closer to 130.

Starting in 1969 the name was changed to Stinger for Johnsons and Strangler for Evinrudes. An alternate 15:17 small diameter case unit was offered as well as a non shifting 14:23 "clubfoot" unit; same diameter as the shift unit, but tapered at the shaft and propshaft the same size and spline as the 1:1 (which used the same splines as Merc SSM's).

[Mark75H]

In 1967 the standard 115 OMC cases were 4 9/32", the X-115's were 3 1/16" for the gearshift and 2 1/8 for the non shift 1:1 case

[Bill Schwab]

Correct me if I'm wrong Mark. The 89 ci had a 4 barrel inline carb. The 99 used 2 deuces. The powerhead on the 89 and 99 could not be switched because the pattern was different. Also, the 99 had an exhaust tuner insert that worked similarly to the stuffers in a stacked engine, while the 89 dumped directly into the exhaust housing. There were 3 guys running them on wooden Switzer Shooting stars that we serviced.

[Mark75H]

Bill, I can't confirm or contradict the carb or base info. Some others may be able to confirm your recall on those details, they are not listed in the specs.

Here is a link to SnF's search feature that will lead those interested in some pics X-115 and mostly redundant, but picks up another thread or 2: GT-115

[Dave S]

New Year. The X115 and stingers had the same bolt pattern and driveshaft spline4. I kinda want to see a 99cid X115 as much as the 90cid BP block, which I think is possable because the parts breakdown has some specail part # for the 100BP powerhead and rods.

[brichter]

Does any one have an original GT-115 shroud for sale or pictures they can post? I have a GT with a non-original cover and would like to make it look
authentic.
I would also like to see any pictures of the 1968 pre-stinger engine if anyone has them.