posted 02-15-2004 01:25 PM ET (US)        

Mercury's New Supercharged 4-Stroke Blows My Hat Off

Verado, Mercury Marine's new 4-stroke outboard engine, was finally unveiled February 12, 2004, at the Miami Boat Show. Most all information leaked about the engine turned out to be true: it is supercharged, it is an in-line six (2.6-litre displacement), it is a great performer, and it uses all electronic remote controls. However, weight, an important element that had not been given much pre-release publicity, was not as impressive as the rest of the engine. And price remains a bit of a mystery, too.

VERADO

The Basics

The Verado engine is built on an entirely new straight-6 double overhead cam (DOHC) 24-Valve aluminum block with 2.6 Litre displacement. This engine provides four models in 200,225,250,and 275 horsepower ratings. The in-line six configuration has not been seen in outboard motors since Mercury stopped making their "tower of power" 2-stroke engines in the 1980's. It is a good choice for several reasons. The straight-6 is an inherently balanced engine, and the slimmer profile allows for mounting of twin engines on standard 26-inch centers. The engine uses a "square" bore and stroke (82mm), and there is some research to suggest this is an optimum approach to the trade-off between horsepower, RPM, and torque--I'll leave it to the gearheads to debate. The engine uses multiport sequential Electronic Fuel Injection (EFI) controlled by microprocessor.

The Not-So-Basics

The rest of the Verado engine is very different from most other outboards. Mercury calls Verado a "propulsion system" and in many respects they're correct. This is not your grandfather's outboard motor.

Supercharged!

What sets the Verado apart from every outboard ever made is its induction system: a supercharged, intercooled, air boost with computerized control of throttle and boost pressure!

A supercharger provides a significant boost in power by forcing a higher volume of air into the engine. Because compressed air heats up, a large copper radiator provides cooling to keep air temperature lower and improve performance. The supercharger runs all the time, but a computer controls a waste gate at the output, so pressure boost can be regulated and applied as needed.

As a result of the supercharger, the Verado engine delivers higher horsepower and more torque from a smaller displacement engine.

Mercury's vice president of research and development is Claus Bruestle, formerly of Porsche where he headed development of Formula One race-car engines. Mercury also cites design consultations with Lotus and Cosworth, well-known auto racing companies. You can see where this engine's design heritage came from. The supercharger was developed in conjunction with IHI Turbo America.

Fly-By-Wire

At an unprecedented level, Mercury has implemented electronic control of the Verado engine. Throttle and shift functions are entirely electronic and controlled by very impressive remote lever controls. There are no mechanical linkages between the engine and its remote controls; everything travels on a wire and as a digital--not analogue--signal. The controls communicate with the engine over a digital data bus. At the same time, this data bus also provides the SmartCraft gauge information, and also permits engine monitoring and protection functions.

If there were nothing more to the Verado engine than these new controls, they alone would be worthy of all the hype. They are a "break through" by themselves and are a fantastic improvement over all existing engine throttle and shift systems available for outboards

The throttle and shift controls are beautifully done. They are both attractive and very smooth to operate. The touch of the controls is just right--not too stiff and not too loose. They just feel "right." For dual engine installations they have significant advantages. For tilt and trim control, there are three sets of rocker switches: PORT-BOTH-STBD. You can control both engines with one set of switches. The trim-tilt speed can be programmed to enhance the operator control and convenience. Again for dual engines, an automatic synchronized function is available to keep engine speeds matched. For anyone who has used twin engines, this feature is going to be a hit. No more watching the tachometers or the synchronizer gauge, you can keep your eyes on the water instead.

In the helm area the controls are interconnected with digital gauges, key start switches, local microprocessor controllers, and a data bus 6-port hub. The hub connects to the engine via data control cables. This sounds complex, but the system has been given over 30,000 hours of on-the-water testing, and elaborate engineering provides triple redundancy in critical components.

The throttle/shift controls also include a remote control center for the SmartGuage display, so you can keep your hands on the throttles while flipping through the many display pages on the SC5000.

By using a digital approach, installation of multiple control stations should be greatly simplified. While this does not have much application in smaller boats, some larger outboard powered offshore fishing boats do have tuna towers with second engine controls.

Steer-By-Wire

The Verado engines also introduce an electro-hydraulic power steering system. The actual steering wheel is an electrical device which sends electrical commands to a remote hydraulic steering pump. The pump can be placed in the helm area or in the transom area, whichever affords the best location on a particular boat. Hydraulic lines from the pump connect to an integral hydraulic steering ram in the Verado engine mount. The hydraulic ram in the engine remains stationary as the engine pivots, so the hydraulic cables do not move. This makes the transom rigging very clean with no long hydraulic cables dragging around the splash well.

The result is a system that eliminates steering torque at the wheel yet claims to provides proper engine "feel." We didn't actually get to try this out while underway in our test ride, but the demonstration display at the booth felt very nice.

This is quite a departure from the traditional engine design, where steering control was left to the builder or rigger.

Monitor-By-Wire

With an all-digital and all-computer-controlled engine filled with electronic sensors, the gauge and monitoring options are endless. In small boat applications this will probably be limited to driving a combination of LCD displays and individual gauges, but on larger vessels this technology will offer highly integrated vessel management software systems. It should also enable very advanced diagnostics for engine trouble-shooting.

THE TEST RIDE

Mercury has about a dozen boats in the water at Miami and available for test rides. Of course, we want to go for a spin on a Boston Whaler 320 Outrage with a pair of 250-HP Verado engines on the transom.

We walk out on the Mercury test pier and come upon the slip with the big Outrage. It has just come back from a ride. Guys are shaking hands and saying thanks, and as soon as they clear the boat we hop aboard. We meet Keith Ranieri from Boston Whaler, our pilot. Keith is a good choice as he also happens to be one of the designers of the 320, so you might say he knows the boat rather well. I introduce myself and Keith immediately responds with a compliment on the web site and says he reads it all the time! Hey--I am enjoying the test ride already and we haven't left the dock yet.

The boat fills up with several others, until we have about nine aboard, and Keith gives the word to cast off. Our crew is another gentleman from Mercury/Fond du Lac (forgot to write his name down)--one of the Verado project guys. He casts off the stern lines and goes to the bow to get the forward lines. Keith clicks the throttles into forward and the boat nudges ahead. My jaw drops. You probably think this is an exaggeration, but I was taken by complete surprise. Both engines, 500-horsepower total, had been running all the time and I was completely unaware of it. It was just amazing how quiet the engines are at idle. They are literally inaudible.

Our timing for this test ride looks bad as we are in Government Cut in the Port of Miami, and a very large cruise ship, guarded by the United States Coast Guard in a Safeboat with flashing blue lights, is just in the process of departing its berth and swinging around in the turning basin. The Coasties give us instructions to stay at least 100-yards clear and to proceed straight up the channel, very nicely letting us continue our test ride.

We idle past the big cruise ship and into the main channel. Keith asks if we are ready; we are. He slides the DTS throttles forward and away we go.

Now a few words about this moment. The day before we had been cruising all afternoon and evening with LHG aboard WHALE LURE, a 25-OUTRAGE with twin 200-HP Mercury EFI 2-strokes. The hull weight on that boat is 3,300 lbs. The engines weigh only 425 lbs a piece. We had about 70 gallons of fuel aboard (450 lbs) and five people (850 lbs). Roughly the total weight was about 5500-6000 lbs, so our WT/HP ratio was about 15 lbs/hp, and our engines are conventional 2-strokes known for good performance.

The 320 OUTRAGE hull weighs 8500 lbs, and a pair of Verado engines another 1300 lbs. I am guessing the boat had about 200 gallons of fuel, so add another 1400 lbs, and our nine people probably weighed about 1700 lbs (mostly guys over 40-years-old). The rough total weigh has to be in the neighborhood of 13,000 lbs. With 500 horses on the transom that makes our WT/HP 26 lbs/hp, and our engines are 4-strokes, often criticized for taking a while to spin up to rated horsepower.

I mention all this because we've are acustomed to excellent boat speed and performance for the past day of boating--probably some of the best ever seen on a 25-foot Whaler--so we are not coming to this test drive like babes in the woods.

What happened next is impressive. The big Outrage just jumps on plane, the noise level increases to the point where we can now actually hear the engines, and my brand new Boston Whaler visor goes flying off my head and overboard!

"I lost my hat," I say to Keith, standing at my right, as I turn around and watch it flying behind us in the wake. "And that was a brand new Boston Whaler hat, too," I lament.

"Darn," says Keith, "but I can't go back to get it; the Coast Guard said we had to go straight out and stay away from the cruise ship." "I'll get you another one," says Keith with a smile.

I scanned the SC5000 display and find the boat speed: about 25-MPH. The engines are loafing along, RPM is somewhere in the 3500-range. We have a clear channel ahead, and Keith tells everyone to hang on. He pushes the twin throttles ahead and the boat accelerates. Now we are going about 40-MPH! I am hanging on with one hand on my sunglasses and one hand on the console railing.

The engines are still very quiet. The wind noise is the dominant factor, but you can still have a conversation without shouting. The big Outrage just eats up the chop in the channel. We run down toward the ocean at 39-MPH, the engines turning about 5400 RPM.

The Verado straight-6 red-lines at 6400, so I think there was some throttle left. Also, the boat was very heavy with fuel and people, and the props may have been a bit tall for that load. In any case, it is an impressive ride. The time to plane and acceleration are both excellent.

This boat has the Active Deck Suspension System ($18,000 option!) We take turns trying it out. As people step on an off it automatically adjusts to the weight changes. The channel is not rough, but there are some boat wakes to cross, and we get a taste for how it works.

"After you get used to it," says Keith, "you can keep your knees locked and let it take the bumps for you."

Keith cuts back the thottles and makes a few figure eights; the Outrage turns beautifully at speed. Then he is back on the throttle and going 40-MPH again.

I take off my sunglass and zip them into a pounch on my shirt. I work my way to the stern and sit on the transom, looking back at the engines. The noise level is very modest, and there is no sign of any vibration. I carefully fish my camera out and try to take some pictures of these new engines. We cross some more wakes and the Outrage throws a little spray, but in the stern I am perfectly dry.

The splash well rigging is amazingly clean. The twin engines are linked with a tie bar, but only the standard-rotation engine has the integral steering cylinder. The counter-rotating engine typically comes without the steering unit.

The engine mid-cowling shape is very unusual ("the shrimp curve") and it seems to be very hydrodymanic. At off-plane speeds the water runs very smoothly around the lower unit with minimum turbulence.

Finally, our test ride is ending, and we head back to the dock. We pass close abeam the cruise ship as she comes down the cut, then pull back into the marina docks at the Mariott Hotel. Again, the engine noise disappears, and we glide silently into the slip.

THE REST

There is more to the Verado than all this. It is also a "first" in many other ways, and not the least in styling. It also has many other features, which I'll try to cover in another article.

The Mercury Marine website has great information available now, too.

The Verado is a very impressive product, and it shows the results of five-years of development and sophisticated design. However, there are two areas of concern with this new engine: its weight and its price.

Heavy Hitter

At 650 lbs. for the "comparative" weight, the Verado is the heaviest outboard around. It has done something I never thought possible, but it makes the 580-lb. 225/250-HP four-stroke look like a welter-weight. Of course, the additional 70-lbs on the Verado can buy you as much as 50-75 more horsepower, significantly better performance, and new-world levels of technology. In that respect, I would not worry about the Verado weight differential when compared to existing engines.

The "comparative" weight refers to the engine weight minus propeller, fluids, and also the weight of the integral hydraulic steering gear. On other engines an external hydraulic steering cylinder has to be added, along with drag links and mounting rails, etc.

Price and Availability

At the moment I have not been informed of any specific pricing, although figures have been mentioned in the $16,500 to $20,000 range. The precise price is really not important because it is going to be impossible to buy a loose engine for some time. Mercury has promised all production of the Verado to OEM boat builders for the present. Installation of this engine is not something to be left to the average owner or to even the average boat dealer or rigger. There are entirely new methods of rigging and controls that have to be mastered, and these will be crucial to proper engine operation, proper performance, and ultimately to customer satifaction. So for the present, the Verado will only been available on new boats from builders with a strong OEM relationship with Mercury.

As Mercury acknowledges, this is not an outboard motor but a new propulsion system.

MORE TO COME

We missed the 10 a.m. introduction ceremony because of a huge ten-mile long traffic jam on I-95--created by traffic for the boat show! I spite of leaving 2 hours ahead of time for what would normally be a 30 minute drive, we could not get to the show floor and the Mercury booth until after 10:40 a.m., and thus we missed the unveiling ceremony.

We had just a completely wonderful time at the Miami Boat Show and had a chance to meet face to face and talk with many people, ranging from Brunswick CEO George Buckley to the 72-year-old legendary Bob Dougherty. We met an entire gang of wonderful Boston Whaler factory people, and got the greatest treatment from them all. We also bumped into a number of folks from the website, both at the show and on the water. The weather was spectacular--it was in the 80's and sunny all the time.

Next year I am going to the show and will spend at least two days, maybe three day there--we exhausted ourselves on Thursday and only saw one-tenth of the exhibits.

That's all for now--I have to unpack my bags and shovel some snow out of the driveway!

posted 02-15-2004 02:01 PM ET (US)            

Great article, now go shovel that snow in the driveway! We have all been waiting for your information with our conjecture running rampant.

Two things from your article stand out: the drive-by-wire steering and the weight. I was trying to justify the weight as including the steering pump and rotating mechanism. Regardless of the additional weight, I thing the option of placing the hydraulic system in the console and running the lines to a cleaner stern installation is significant. The weight will difficult for some contemparary designs, but the future of these engines will be in how the boat manufacturers work them into future hulls.

posted 02-15-2004 04:08 PM ET (US)            

A point about the VERADO engine is its total dependence on electrical power and its battery. Battery supply voltage is very important, and I was told the engines must always be rigged with dual batteries. With all the electronic controls, you are not going anyplace without proper electrical power available. You probably can't even steer without electrical power.

For some critics this might seem like a risky thing for a boat. On the other hand we have been living like this for decades with our automobiles and our homes. Your car is a disaster without a battery. Without electricity you are not going to be comfortable in your house for more than a few hours. Your VERADO-powered boat just joined the club, even more so. Proper attention to the electrical installation of these engines will be a must.

posted 02-15-2004 05:13 PM ET (US)            

Well done review, felt like I was there instead of just reading it.

posted 02-15-2004 07:13 PM ET (US)         

Price
Dimensions
Weight

Also, the 275HP version has to be run on 92 octane fuel. Good luck finding that at most marinas.

I was impressed by some of the engines features, but I think that this engine is hardly revolutionary. If the Verado's only benefit over other four strokes is hole shot conferred by the supercharger, Mercury has a long way to go if they expect to take over the foot-holds of Honda, Yamaha, and Suzuki.

The docks were jammed by people waiting to test-ride the boats equipped with Verado power. I almost gave up. However, just prior to leaving the show, I decided to check out the 320 Outrage. Having been on the comparable SeaVee with twin 250 Suzuki four strokes, I didn't notice that much of a difference. Not to mention the fact that the Suzukis are substantially less expensive, lighter, and more compact.

posted 02-15-2004 07:16 PM ET (US)            

Great post. Good to hear from someone first hand there.

posted 02-15-2004 07:23 PM ET (US)         

On a mere speculative note, maybe thats why Mercury brought the 'dumping' charges so as to level the $$$$$ playing field. I've heard these puppies are priced from $16k to $20k which puts them out of reach for most folks.

Interesting though given the weight it seems only a few Whalers would be capable of handling twins,ie 32 Outrage, 302 Conquest and the 275 Conquest. I don't believe that unless Whaler significantly beefs up their transoms that this motor will be suitable for most of Whalers line-up.

posted 02-15-2004 08:24 PM ET (US)            

With these new, big, offshore boats like the 320 Outrage or the 305 Conquest selling in the $175,00 to $225,000 range, a swing in engine price of a couple of thousand dollars is not a deal buster. It gets you better performance and a whole new world of electronic integration. Some folks want all the latest stuff and they have the bucks to buy it.

Me--well I am not really a potential buyer of $175,00 new boats so I can just appreciate the technology from a distance.

posted 02-16-2004 10:36 AM ET (US)            

After walking around the Miami Boat Show for six hours, I noticed a subtle effect from it: the V-6 3.0L Outboard no longer looked as monstrous as it once did. These big outboards were everywhere, on all the boats. After a while, you just got used to seeing them, and your sense of size and scale was adjusted. At one point we drifted into a far corner where a smaller boat manufacturer was exhibiting a 17-footer with a 90-HP Yamaha 2-stroke, and that engine now looked like a toy to us, so accustomed to giant 4-strokes and Optimax's had we become.

The Mercury presence at this show was sizable, so to speak. At their own booth they had a number of VERADO engines, including one beautifully polished and chromed cut-away power head display. There were also a dozen or more 225-300 HP V-6 engines in Optimax or Racing models. At all of the Brunswick Boat Group displays there were more Mercury engines. And of course at their many OEM affiliate builders there were more Mercury engines.

At one point LHG exclaimed, "Look at all the product Mercury has on this floor!" He pointed to several loose Optimax 225's set up on stands at a boat builder's exhibit. Black engines like these were all over the place, used almost like stanchions. There must have been several million dollars in inventory just sitting on display stands at booths, in addition to all the engines on transoms.

Of course, there were also plenty of blue engines and white engines, but we were on a tight schedule and did not have the luxury of poking our head into those exhibits.

Brunswick Commercial and Government Products (CGP) had a separate exhibit. They had several boats, from a small 17 ALERT to a large CHALLENGER. As we anticipated, they were also showing literature featuring other Brunswick Boat Group hulls they had adapted to commercial service. Prominently shown in the catalogue and on a separate flyer was a BAJA 28 INTRUDER adapted as a high-speed police boat. The hull was in gray gel coat and carried the new logo of Brunswick CGP, a gold eagle whose talons grasp a harpoon entwined with crossed anchors and traditional marine steering wheel. The Baja is shown with twin Mercury racing engines on a long set back bracket, with a black powder coated T-Top with blue lights and radar above.

The Boston Whaler Exhibit was large and had most all the boats from the catalogue. The new 305 CONQUEST was there--its a great boat looking boat and moves Whaler into the 30-foot cuddy cabin category with those Grady-White battlewagons. Many key people from the factory were at the booth. About the only guy not there was Chuck Bennett, who was back at the factory but scheduled for booth duty on Saturday.

LHG and I had fun introducing ourselves--Larry had met many of these folks at the Stuart Whaler-Owner's event last spring. A very common reaction from the Whaler people was to tell me that continuousWave was bookmarked in their browser's favorites list.

posted 02-16-2004 06:46 PM ET (US)            

I just added nine pictures from the boat show of the Verado engines both on display and underway on the test ride. See:

http://continuouswave.com/whaler/cetacea/cetaceaPage77.html

posted 02-19-2004 06:54 PM ET (US)         

Why did we not have such a big press release for the four-stroke Yamahas or the E-Tecs when they were released? Balance, gentlemen, balance.

posted 02-19-2004 09:36 PM ET (US)            

All the marinas by me do not have octane higher than 89.

posted 02-20-2004 09:05 AM ET (US)            

Of course, the same goes for the digital throttle and shift (DTS), as existing installations already have mechanical throttle and shift controls, and these, too, will have to be removed and abandoned.

It appears that installation of the VERADO engines will require at a minimum:

--VERADO engine
--DTS controls
--SC5000 SmartCraft display (required with any DTS engine)
--Electro-hydraulic helm and power steering pump

I have not been informed of the pricing of these items as components, except I have seen the SC5000 listed at about $1,200. It is not clear at the moment if the pricing mentioned for the engine ($16,500) includes these accessories, or if they are additional cost items. One figure mentioned as an "installed price" was in the range of $20,000, so perhaps one can assume that this includes the other components needed and that they run about $3,500 total.

I think it is clear that this engine is particularly targeted at new boat installations.

posted 02-20-2004 11:40 PM ET (US)            

The prices do seem high for the larger 4-strokes, but they are less likely to be considered disposable after 5 to 7 seasons...

Great article by the way. Thanks

posted 02-21-2004 08:32 AM ET (US)            

http://www.bassandwalleyeboats.com/site_page_899/article_page_133.html

You don't have to use a VERADO to take advantage of the SmartCraft gauges, and many other Mercury engines can use these, too.

posted 02-24-2004 08:27 PM ET (US)            

I was very impressed with the size of the alternator on the power head. Looked as if it was 80a plus Nippodenso or so unit. A god send to all who suffer with only 6 amps.

As for all the fly by wire, I will take a stand back opnion. I have been the victum of such such systems. I can remember having my father throwing a phillips screw driver to me while going in circles in reverse as the damm electro shift wouldn,t respond to the push buttons. I had to pull the switch set out of the control and manually short them out.

As for the cost and weight, I believe MM will solve the problems over time and use more and more aircraft engine tech such as hollow cranks and cam shafts to cut the weight. Cost might be a bit tougher. All in all a great piece of engineering, and a real credit to developement.

Best

posted 02-24-2004 11:32 PM ET (US)            

Look at this image to see what I am talking about:
http://continuouswave.com/whaler/cetacea/images/77/jwhVerado546x666.jpg

The steering actuator attaches to the transom mounting plate. Unlike conventional steering that applies the rotation via a drag link, this actuator rotates the main pivot axis of the engine. The engine tilt moves the engine upward on its hinge, but the axis of rotation does not tilt upward.

When the engine is tilted up, the rotation axis is still vertical. In the older system, the rotation axis tilted up with the motor.

Imagine the motor tilted up about 45-degrees. In the old system the engine now pivots around an axis that is inclined 45-degrees. In the Verado mount the engine is tilted up but its axis of rotation is still vertical.

I don't know what the effect is at small angles like you would be using while underway, but at large angles, as when tilted all the way up, turning the wheel would cause the engine lower units to swing from side to side of the boat, not rotate around the tilted axis of rotation.