posted 03-25-2006 01:44 PM ET (US)        

3.0-Liter

The OTNG motors based on the 3.0-liter block will have the most changes. Mercury describes these changes as "dramatic."

The noise signature of the engine is prominently mentioned. According to Mercury, the noise level has been reduced by "up to 6-dB." While 6-dB is a noticeable change in sound level, I would not characterize it as a dramatic difference. If attending a live performance of a symphony orchestra and seated in row-C, if you change your seat to one in row-M you would probably experience a 6-dB decrease in the sound of the orchestra. This is how much quieter the OTNG will be.

The OTNG will use the gear case from the Verado motor, replacing the current Fleetmaster gear case. Mercury says this will improve the performance in rough seas, reduce blow out, and provide more robust mechanical components. I hope it does not add to the weight.

The OTNG will have new cowlings. (The 2.5-liter engine will also have new cowlings.) The cowling will feature an "innovative" air intake with "aggressive" styling. The SUZUKI 140-HP cowling comes to mind.

Other Model Changes

By the logic of exclusion, it appears the 135, 150 and 175-HP OTNG motors will differ only by their new cowlings from their current motors, and the rest of the OTNG will be the same as current Optimax, with these exceptions:

All the OTNG models will have new graphics, called the OptiMax Globe. The current generation of Mercury OptiMax motors have a very minimalist graphics treatment. It is very hard to tell what model motor you are looking at unless you can see the small legend on the front of the current motors. There the engine modestly declares "OptiMax" or "FourStroke." New graphics could be an improvement. On the other hand, some boaters would prefer that their outboard motor not be a floating billboard for the manufacturer. I have even seen new motor cowlings completely repainted to blend the motors into the boat hull color. On aesthetics, there will always be a divergence of opinion. I am looking for a good example of the OptiMax Globe graphic so we can take a closer look.

The OptiMax The Next Generation motors will also have "next generation" propulsion control modules (PCM). If you think about that for a minute, it makes sense. No specifics have been given about the difference between the new PCM and the old. Most likely there will be an increase in the microprocessor speed and memory capacity, as has been endemic in the microprocessor industry for decades.

OTNG motors will have expanded SmartCraft instrumentation. Specifically, the operator will be provided with extended text messages. This will be a welcome change to the more cryptic alerts currently provided, such as CHECK PITOT.

OTNG motors will not differ from the present models in terms of Digital Throttle and Shift (DTS). DTS will continue to be offered only on the OTNG 200- and 225-HP models. I think offering DTS on the 150-HP models would make sense. Twin 150-HP engines are common on 24 to 26 foot boats, and the DTS offers a compelling feature with its auto-synchronization feature.

Mercury also promotes that OTNG motors will offer up to a 45-percent improvement in fuel economy over comparable traditional two-stroke motors. However, they note that the current models possess this same attribute. No change here, and this is reasonable. The thermal efficiency of an outboard motor has an upper bound dictated by the laws of physics and thermodynamics. It appears we are approaching that limit and there will not be significant improvements in fuel efficiency offered by the OTNG over existing motors.

The OTNG models will use the same engine blocks as current motors. These include the V6 3.0-liter block, its cut-in-half offspring the in-line three cylinder 1.5-liter block, and the 2.5-liter V6 60-degree block. The 3.0-liter block will also be used with a longer stroke to produce the 3.2-liter "Stroker" block for racing models.

Mercury says its "product development and engineering teams focused heavily on key customer attributes, such as durability, reliability, noise, vibration and harshness (NVH) and overall ease of operation." A reduction in weight or maintenance intervals is not mentioned.

Warren Buffet once observed that the measure of a product was how easy it was to increase its price. With OTNG positioned as the low-cost alternative to the Verado, price increases may be hard to make.

Please report any sightings of these new motors, new cowlings, and new graphics.

posted 03-26-2006 11:03 AM ET (US)            

As for the new gear case and lower unit design coming to the 3.0-liter OTNG engines, my thinking is that Mercury has improved the design and wants to standardize on the newer product. These big outboard engines are creating problems in the lower unit along two lines: torque and heat.

A big engine can produce a lot of torque, and the new gear case is reportedly designed with this in mind. Mercury said the have beefed up the gears to handle more power. As they are up to 300-HP now (in the Mercury Racing Division engine which they will sell with a limited warranty to recreational buyers) they need a strong gear case.

Exhaust heat is also a problem. When running wide open a 300-HP motor produces a lot of heat, and all of that has to pass through the propeller hub. Because Mercury uses a plastic insert in all of their FLO-TORQ propellers, they have to be careful that the plastic is not melted by the exhaust heat. I expect that the new lower unit design includes some improvements to the exhaust passages so that the temperature of the exhaust can be managed better.

Because these problems are most critical on the larger motors, the new design was probably moved to the 3.0-liter OTNG motors as a priority.

On the 135, 150, and 175-HP in-line four-cylinder Verado motor Mercury has a new lower unit design, too. But the existing gear case on the OptiMax may be fine in that horsepower range. Moving the OTNG motors to the small Verado gear case may be expensive. Perhaps that will come down the line.

The OptiMax seem to be in a renaissance, and the central focus of that is the J. D. Power award. Senior management at Mercury probably passed out some cigars and bonuses when that prize was landed. Since the inception of the J. D. Power marine engine awards, Mercury had been completely shut out. They had been forced to watch every year as Yamaha, Honda, and Evinrude accepted awards. That the OptiMax would bring them their first victory in this very high-profile customer satisfaction survey must have made them very happy.

posted 03-26-2006 02:29 PM ET (US)            

[Changed topic to disucss personal brand preferences and debates on that topic.]

Yamaha's HPDI seemed to be doing well (in the 2.6L versions); then the 250HP and 300HP "big blocks" were released. The HPDI acronym became synonymous with a four-letter word for many owners of larger engines. Unfortunately, this negative sentiment tainted the smaller, reliable HPDI's as evidenced by their declining relative value on the resale market. Whether or not the larger HDPI engines have been "fixed" remain the subject of conflicting reports. It looks as if Yamaha is phasing two-stroke offerings out of its line-up each year. That doesn't bode well for the HPDI owner.

Four stroke engines from (in alphabetical order) Honda, Mercury, Suzuki, and Yamaha all seem to have provided relatively trouble-free service for their owners, but at a price--increased weight and slower acceleration. The quite, fuel efficient, and low emission four stroke engines on today's market have exceeded what most consumers expected with respect to their durability in the marine environment. Four stroke engines have taken such a hold that many manufacturers advertise "Designed for today's modern four stroke engines" or something of the sort. No, many four-stroke engines are not ideal choices to re-power classic Boston Whaler boats. However, if manufacturers of four stroke outboards continue to refine their products (as Mercury has done with the OTNG) by decreasing weight and improving performance, classic Boston Whaler owners are sure to benefit.

I'm glad to see that Mercury has continued to dedicate research, development, and testing to a two-cycle product which has been recognized by J.D. Power as best-in-class. When complacency results from such accolades, the consumer suffers. Let's hope that the other outboard manufacturers will follow Mercury's lead in this case. All of the participants here, regardless of brand loyalty, are sure to benefit from the spirit of competition.

posted 03-26-2006 05:51 PM ET (US)            

I'd say so. They set up a separate website to brag about it! See:

http://www.mercuryjdpower.com [Now a dead link.]

posted 03-27-2006 03:49 PM ET (US)         

But it seems there is a turnaround in the thought process by none other than the maker of Verado and the largest manufacturer of outboard motors. The "death knell" of two-stroke engines may have been a little premature to say the least.

Since, the only thing to happen in the marketplace from a developmental aspect in the last five years was the introduction of the Verado (four-stroke technology) and the E-TEC (two-stroke technology), I can only conclude that the E-TEC had some form of persuasion over Mercury to re-think their sole direction in the Verado market.

posted 08-18-2006 12:45 AM ET (US)            

This announcement was included in some pre-show publicity for a boat show in Australia last month:

"New from Mercury in 2006 are the latest in low emission two-strokes - Generation 2 OptiMax engines -The upgrades to the OptiMax lineup make what many call these best DFI engine ever built! These enhancements vary by model but include such things as improved sound level and quality and new styling, plus a new gearcase on the 3.0 liter family members.There are a dozen OptiMax models ranging from 75 to 300 horsepower, so there is an OptiMax engine built to fit any application from a mid-size aluminum boat or pontoon to the biggest tournament offshore fishing boat."

Still no word on the new OptiMax "globe" logotype, and no pictures.

Even though Mercury announced these OTNG or G2 motors in February, there has been no appearance of them so far. Yet, without any prior hint, Mercury brought out several new "Pro" OptiMax motors about two months ago. In contrast to the goal of improved sound level (which I think everyone interpreted to mean lower sound level) in the OTNG or G2 motors, these new "Pro" motors seemed to be tuned to be louder than ever so as to impart a race-motor type sound quality.

posted 10-21-2006 10:27 AM ET (US)            

As for model-year designators, Mercury has now joined with its Japanese rivals Yamaha and Honda in suspending the use of model year designators. Bombardier and Suzuki continue the long-standing tradition of offering their products with model-year designators.

I note that the globe logotype has appeared on the website:

[Dead Link]

posted 11-03-2006 02:29 PM ET (US)            

--separate belt driven alterntor and bracket;

--separate belt driven air boost pump;

--the pulleys, tensioner, and idler associated with the belt;

--dual injectors for each cylinder, one an air injector and one a fuel injector;

--substantial fuel rails which carry the pressurized fuel to the injectors.

All this mechanical complexity takes up room under the cowling, and it may not leave enough space for noise reduction components. Noise reduction is often accomplished by two techniques. Acoustically absorbent material is added under the cowling to prevent sound from escaping. Air intakes are often ducted through long passages which are designed to reduce sound and also to shed water. Both these devices take room, and in the case of the OptiMax, as experienced Mercury mechanic sosmerc reported above, there is not much extra space available under the cowling.

The cowling of a VERADO fits rather loosely around the motor, and in transparent views of it you can see there is a lot of air space contained under the cowling.

Other direct-injection two-stroke motors have a more compact power head design as a result of using:

--integrated flywheel alternator; by the way, this is the latest rage in automotive powertrain design. The more efficient flywheel/alternator combination is being added to new vehicle designs;

--no need for external air pump;

--no belt, pulley, idler, and tensioner to drive the alternator and air pump.

--lower pressure fuel rails which are carried in simple rubber hoses instead of more substantial metal fuel distribution manifolds.

posted 11-04-2006 03:31 PM ET (US)         

I'm not sure about the long term future of the other Optimax engines. Even now with 150 HP, there are only 2 DFI outboards left on the market, competing with 4 brand new design 150HP 4-strokes. Clearly, the 150 market is heading 4-stroke and toward single installations too.

The only "issue" that the 2.5 liter block engines have is the high RPM sound of the air compressor. In regular 2 stroke configuration, the 2.5 blocks (especially the EFI's) are extremely quiet running, almost Verado-like. It's ironic that the device that gives them best in their class fuel economy also makes the running sound. It seems the major upgrade to the 2.5's this year is the integration of the Smartcraft wiring into the single ignition harness. If these 2.5's are to survive, perhaps their Gen-2 status will happen with a 3-star upgrade (150 & 175), and new silencing at that time, or a more quiet air compressor design.

posted 09-24-2011 11:02 AM ET (US)            

--the number of pins in an electrical connector was changed to 14 from 8

--the electrical connector for the CAN harness was eliminated

--the fasteners on the exhaust tuner were changed to studs

--some unspecified element of either the fuel injectors or the air injectors was changed

posted 09-24-2011 11:09 AM ET (US)            

This same reviewer also speculated that the improvements, which he had not yet himself had seen, would be very likely to make a favorable impression on him. These speculations were made in c.2005 in an unsigned article carried on a Mercury dealer's website.

This same article did specifically identify one change in the 2.5-liter OptiMax The Next Generation: it said the cowling ornamentation was improved and more aesthetically pleasing than the previous design.