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Author Topic:   Comparison of E-TEC to Ficht
DaveH posted 02-20-2003 10:40 AM ET (US)   Profile for DaveH   Send Email to DaveH  
I have read a lot of information on the Bombardier E-TEC technology. It seems that many are branding this as a new marketing of Ficht. So far I've compiled the following about E-TEC:

* Utilizes passive (inexpensive) Zirconium oxygen sensor on one cylinder to measure stoiciometric (combustion) efficiency.

* Compares oxygen presence in the exhaust to the model algorithm (ideal engine) in the engine management computer and changes fuel mixture accordingly.

* Lowers soot formation (unburned or uncracked fuel) caused by the transition from stratified combustion (at low RPMs) to homogeneous combustion (higher RPMs) by lean burning the other cylinders until the combustion transition is made by the "sensed" cylinder. This is very similar to the base Orbital Engine technology of air assisted direct fuel injection but with a lean burn rate.

* The engine management computer will allow and adjust for variances from the ideal engine algorithm when needed from 5-15%.

* There is no premixed fuel but rather an inboard oil reserve which is applied to the critical lubrication points on the backside of the piston and crankshaft. This allows for refilling oil only one time per season.

* The Helmholtz resonator in the intake runners is actually a tuned port which aids in sound attenuation as well as creating an air pressure wave for better engine breathing.

I do not believe that the Ficht includes all of these items. I was under the impression that the Ficht was a simple direct injection with a lean burn. Can anyone clarify?

JBCornwell posted 02-20-2003 11:47 AM ET (US)     Profile for JBCornwell  Send Email to JBCornwell     
Thanks, DaveH.

I would still like to know how the oiling is targeted without an oil pump, but you have answered most of my questions.

Red sky at night. . .

DaveH posted 02-20-2003 02:28 PM ET (US)     Profile for DaveH  Send Email to DaveH     

I found some info on another site that sounds credible. The only thing that may be conflicting with what I read so far is that the injectors are solenoids per the Patent info. It's possible that since the filing of the Patent information, there were improvements.

They are 2-strokes. 2-cylinder 50-something cubes (58 I think, don't hold me to that), the 3-cylinder is 79 cubes. Many common parts with 60 degree V4 & V6's. Weight claim on web site ("up to 100 lbs lighter") based on heaviest competitor motor they could find. In searching around, I found 2 cylinder about 30 lbs heavier than lightest competitor (Honda) and the 3 cylinder about 20 lbs lighter than lightest competitor (Yamaha).

Powerheads share same pistons/rings - bore is same as 60 degree enignes. New intake system eliminates annoying oil drip some of the older Fichts experienced. 2 cyl has single
throttle body, 3 cyl has dual t-body. Pistons made from new alloy developed by NASA, use
full skirt, about 3 times stronger than traditional aluminum alloy pistons.

Oil manifold is same as they're using today, new oil injector. Microprocessor & programming determine oil metering. Claims on web site based on "E-TEC Oil" and optional oil map, also 50 hours is based on ICOMIA duty cycle. If all you do is troll, oil will
last longer, if all you do is go fast, will use oil quicker.

Just as the electronics in our PC's has gotten smaller and do much more, these engines use an advanced processor to control the usual stuff (monitor inputs & control outputs, you know the drill). Much smaller package than toady's DI engines.

Fuel injector is nothing like Ficht system, completely different. Injector is bi-directional, not like a solenoid. Injection pressure (at nozzle) 500-600 psi range, fuel pressure in rails still
20-30 psi range. Fuel lift pump from the venerable 55 commercial.

25A charging system, rope startable - 1 pull (yes, ONE) the average adult strength pull, a
child or small woman might need two. 1/3 of a flywheel revolution produces enough juice
to energize the necessary electronics, less than 1 complete rev is enough for
microprocessor to determine sync.

Mid section & gearcases - 2 cylinder uses same as 55 commercial model, 3 cylinder uses
same as 60 degree V4. Will use same line of props as current 3-cylinder & V4 2-strokes.

Component mounting (like tp sensor on throttle shaft) combined with non-adjustable
linkage contribute to "no maintenance for 3 years/300 hours. Computer re-calibrates tp
sensor every time throttle is closed. Gear lube change interval will be 300 hours. Motors that are barge tested run over 1000 hrs with ultra hpf, it comes out clean. In salt water use, fresh-water flushing would be a good thing. Auto-winterize feature still requires fuel stabilizer be mixed in gas tank and run thru engine. When activated, system oils the **** out of block and shuts engine off. The "closed fuel system" isn't any different than current DI engines, and no, there is no closed fuel cell in bost or a fuel return line to boat - USCG still frowns on that.

This sucker runs real quiet too. I was told when they brought in the CEO to check it out,
they had a Honda 90 and the E-TEC 90 idling side by side in the tank - They had to turn off the Honda in order to hear the Evinrude.

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