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Johnson Bombardier 115 Specs
| Engine Model: Johnson Bombardier 115 |
| Engine Type: 2-stroke 4-cylinder gasoline outboard engine |
| Total Displacement: 119 cu.in (1.95 L) |
| Rated Engine Power: 115 Hp (86 kW) at 5500 rpm |
| Fuel System: Downdraft carburetors or direct fuel injection (DFI) |
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| General Technical Data |
The Johnson Bombardier 115 is a two-stroke V4
outboard engine produced during a transitional period in outboard motor
history. Manufactured from the late 1990s to early 2000s, this engine
represents Johnson products built under the ownership of Bombardier
Recreational Products (BRP). It incorporates engineering and design
philosophies from both the previous OMC era and the incoming BRP
direction.
This 115 Hp model was offered in both traditional carbureted and
advanced Direct Fuel Injection (DFI) configurations, providing a choice
between mechanical simplicity and improved efficiency. The engine is
characterized by its 60-degree V4 layout, offering a compact and
smooth-running powerhead. It serves as a versatile and reliable power
source for a wide spectrum of mid-size recreational boats, balancing
proven two-stroke power delivery with evolving emission control
technology.
Engine Designation: Johnson 115 (Bombardier Era)
Engine Type: Two-stroke, loop-charged (carbureted) or direct-injected
(DFI)
Cylinder Arrangement: 60-degree V4
Bore: 3.31 inches (83.8 mm)
Stroke: 3.46 inches (88.9 mm)
Displacement: 119 cubic inches (1.95 liters)
Compression Ratio: Approximately 6.0:1 (varies by fuel system)
Rated Power: 115 Hp (86 kW) at 5,500 RPM
Full Throttle Operating Range: 5,000 to 6,000 RPM
Ignition System: Electronic Capacitor Discharge Ignition (CDI) with
electronic timing advance. DFI models have a more integrated electronic
control unit.
Starting System: 12-volt electric starter motor with solenoid.
Charging System: 35-amp alternator with solid-state voltage regulator.
Direction of Rotation: Standard right-hand rotation. Counter-rotation
models are available for dual installations. Gear Ratio: 2.00:1
Gear Shift: Hydraulic-mechanical actuation for forward, neutral, and
reverse.
Exhaust System: Through-the-propeller-hub underwater exhaust.
Fuel Requirement: 87 octane (R+M)/2 unleaded gasoline.
| Cylinder Block |
The cylinder block is an aluminum alloy casting with a 60-degree V4 configuration. This bank angle provides a narrow powerhead profile and satisfactory internal balance. The block incorporates cylinder bores finished with durable iron liners or hardened plating, depending on the specific model year and manufacturing details.
A forged steel crankshaft rotates within the block, supported by three main bearings. The block design includes internal transfer passages that route the intake charge from the crankcase to the cylinders. Mounting points for the intake manifold, oil pump, and external accessories are integral to the block structure. The 60-degree design allows for a compact installation width.
| Cylinder Head and Valves |
This two-stroke engine operates without poppet valves. Gas exchange is managed entirely by piston-port timing. Each cylinder bank is sealed by a dedicated aluminum alloy cylinder head. For carbureted models, the combustion chamber is shaped to promote efficient loop scavenging.
In DFI models, the chamber design is optimized for the stratified charge combustion process enabled by direct injection. The head design works with the piston crown to direct gases effectively. Heads are sealed with gaskets and secured by multiple studs. The DFI cylinder heads include threaded ports for the direct fuel injectors.
| Fuel System |
Two distinct fuel systems were offered. Carbureted models employ a system with four individual fixed-jet downdraft carburetors (one per cylinder), fed by a diaphragm fuel pump and synchronized by a linkage shaft. DFI models utilize a Direct Fuel Injection system. This system features a high-pressure fuel pump, a fuel rail, and individual injectors for each cylinder.
The DFI system injects fuel directly into the combustion chamber after the exhaust port closes, preventing fuel loss and enabling lean operation at low speeds. The DFI system is controlled by an electronic engine management unit that calculates injection timing and duration based on sensor inputs.
| Lubrication System |
The lubrication system is an automatic oil injection system. A dedicated oil tank supplies oil to a positive-displacement pump driven by the engine. The pump meters oil into the engine's intake system. On carbureted models, oil is injected into the intake manifold or the carburetor throats. On DFI models, oil is introduced into the intake air stream.
The injection rate is modulated by engine vacuum and RPM, varying the effective oil-to-gas ratio. The system is designed for use with NMMA TC-W3 certified outboard oil. Pre-mixing fuel is not required or recommended for normal operation with a functional oil injection system.
| Cooling System |
The engine employs a conventional raw water cooling system. A rubber impeller water pump, located in the gearcase, draws ambient water through the intake screens. Coolant water is circulated under pressure through passages in the cylinder block, cylinder heads, and exhaust manifold.
A thermostat regulates engine temperature, maintaining a consistent operating range for optimal performance and emissions. A visual tell-tale stream provides continuous confirmation of adequate water pump operation. The system is designed for reliable heat dissipation under all normal operating conditions.
| Other Systems |
Electrical System: 12-volt negative ground architecture. The system
includes the alternator, voltage regulator, starter circuit, and
ignition components. DFI models have a more complex wiring harness
connected to the engine management unit. Power Trim and Tilt: A
hydraulic trim and tilt system is standard equipment. It is operated by
a 12-volt electric motor driving a hydraulic pump, with a manual release
valve for emergency lowering.
Exhaust System: Tuned exhaust passages within the mid-section. Exhaust
gases are water-cooled and silenced before being expelled underwater
through the propeller hub. Gearcase (Lower Unit): A durable aluminum
alloy gearcase houses the driveshaft, propeller shaft,
forward/neutral/reverse gears, and the water pump. It is filled with
manufacturer-recommended gearcase lubricant. Controls: Utilizes standard
mechanical push-pull cable controls for throttle and shift functions.
| Dimensions and Weight |
Dry Weight (Approximate): 319 lbs (145 kg) for a standard 20-inch shaft electric start model with power trim and tilt. Weight may vary slightly based on shaft length (20 or 25 inches) and the specific fuel system (DFI components may add marginal weight). Shaft Lengths Available: 20 inches (508 mm) and 25 inches (635 mm). Overall Dimensions: The 60-degree V4 configuration results in a narrow and compact powerhead, contributing to a favorable power-to-weight ratio and ease of installation on various transom widths.
| Maintenance Data |
Spark Plugs: Champion QL77JC4 or equivalent for carbureted models. DFI
models require specific resistor spark plugs. Gap setting: 0.040 inches
(1.0 mm). Replace annually or per hour-based schedule. Fuel Filter: An
inline water-separating fuel filter is installed. This filter requires
regular inspection, water draining, and element replacement as
specified.
Water Pump Impeller: Replace the water pump impeller every two years or
300 operating hours, whichever occurs first.
Gearcase Lubricant: Drain and refill the gearcase lubricant annually or
every 100 operating hours. Inspect the lubricant for water
contamination.
Oil Injection System: Verify oil pump operation and hose integrity
annually. Ensure the remote oil tank is filled with correct oil. The
system should be primed after any service that introduces air.
Link and Sync (Carbureted Models): The procedure to synchronize
carburetor throttle opening with ignition timing advance is required
during tune-ups or if rough running is observed.
Anode Inspection: Inspect and replace sacrificial zinc anodes as needed
to protect against galvanic corrosion.
| Tightening Torques |
Cylinder Head Nuts: 20-22 lb-ft (27-30 Nm). Tighten in the specified
crisscross sequence in progressive steps. Spark Plugs: 15 lb-ft (20 Nm).
Flywheel Nut: 90-105 lb-ft (122-142 Nm). Requires a crankshaft locking
tool for proper installation.
Main Bearing Cap Bolts: 22-24 lb-ft (30-33 Nm).
Connecting Rod Cap Nuts: 17-19 lb-ft (23-26 Nm). Use new locking inserts
or cotter pins upon reassembly. Gearcase Drain/Fill Screws: 60-80 lb-in
(6.8-9.0 Nm).
Propeller Nut: 55 lb-ft (75 Nm). Secure with a new cotter pin.
Engine Mount (Swivel Bracket) Nuts: 55 lb-ft (75 Nm).
Carburetor Mounting Nuts: 60-80 lb-in (6.8-9.0 Nm).
| Boat Applications |
The Johnson Bombardier 115 is a versatile mid-range engine suited for a
broad array of recreational boat types. Primary Power: An effective
single engine for boats from 16 feet to 20 feet in length. Twin
Installation: Used in twin configurations on larger pontoons, deck
boats, and fishing boats from 20 feet to 24 feet. Boat Types: Aluminum
deep-V fishing boats, fiberglass center console boats, pontoon boats,
deck boats, family runabouts, and utility skiffs.
Common Hull Brands: This engine was a popular OEM and dealer-installed
option during its production period. It is found on hulls from
manufacturers such as Lund, Crestliner, Smoker Craft, Lowe, Bayliner,
and many regional boat builders. Its balance of power, weight, and the
availability of fuel-efficient DFI technology made it a competitive
choice for family boaters and anglers seeking reliable performance.
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