posted 10-23-2004 05:02 PM ET (US)            

The competition in the 200-250hp range is really getting heated now that the E-TEC's, Verado and Optimax, Yamaha HPDI and 4-strokes, Suzuki(Johnson), and Honda are available. Great for the consumer. What choices!
And ALL, without exception, look to be quality products.

posted 10-23-2004 08:34 PM ET (US)            

I read the other article on the E-Tec 90 you posted awhile back.
I also looked at a 90 first hand.

As most of us know the E-Tec 90 has the Oil reservoir under the cowling,
I did not see the same thing in your photos of the 225.

Where's the Oil reservoir on the 225?

posted 10-23-2004 11:18 PM ET (US)            

Judging by the fact that the E-TEC 225 uses the Magnum gearcase, the E-TEC 225 is about the same size as my Ficht 225s although the mid-section is a bit thicker.

Under the cowl, it's clearly different than the 225 Ficht/DIs that I have but in some respects it appears the same.

The spin-on fuel filter is not a new feature. The Ficht/DI 225 uses a spin-on fuel filter. I use a boat mounted spin-on fuel filter in addition to the motor's spin-on filter on my 225s.

Unlike the 2 and 3 cylinder E-TECs, there is no oil reservoir under the cowl in the V6. There is no oil reservoir on the Ficht/DI 225 either.

Hopefully they have improved the flush port connection by adding a quick connect/disconnect fitting. The picture doesn't show that very well.

posted 10-24-2004 01:14 AM ET (US)            

It is too bad that the new E-Tec 225 does not have the under the cowling Oil Reservoir like the new 90hp E-tech.

posted 10-24-2004 07:29 AM ET (US)            

Why in your case would the fact that there is no oil reservoir under the cowl (assuming that is the case for the 150 as well) be the deciding factor to go 4-stroke? I assume it must be a tank location/space problem you'd like to solve.

posted 10-24-2004 09:13 AM ET (US)            

This port also appears to be critical for service and diagnostic by the dealer.

The label on the EMM contains this warning:

---

WARNING

• You MUST use Engine Diagnostic Software to
update the fuel injector flow information when
replacing an EMM or a fuel injector.

• Fuel injectors on this engine MUST NEVER be moved
to a different cylinder or a different engine.

• Only use a SERVICE REPLACEMENT fuel injector to
replace an original.

Failure to follow these guidelines can result in a
powerhead failure. Tampering with emission-related
parts can result in significant penalties under
federal law.

posted 10-24-2004 01:17 PM ET (US)            

Looks like the E-TEC will have a diagnostics software offering similar to what is available for the Ficht/DI. With the current Ficht/DI diagnostic software, you can:

-actuate individual fuel injectors
-check spark on individual cylinders
-test oil injector operation
-run the electric fuel circulation pump
-perform cylinder drop tests
-display real-time sensor values and system voltages
-display switch conditions and engine performance parameters
-verify engine and computer timing
-retrieve and clear stored service codes
-display accumulated engine hours
-display recorded engine hours within six operational RPM ranges
-initiate a replacement powerhead oil break-in program
-print and save service report
-install service replacement injector
-install service replacement ECU/EMM

posted 10-24-2004 01:55 PM ET (US)            

I am however disappointed that all the E-Tec engines do not have the Oil reservoir under the cowling. After seeing that the 90hp and below had the oil reservoir under the cowling, I guess I assumed that the entire line-up would be that way. I thought I heard that all the E-Tec would have it under the cowling, but obviously, this was not correct.

I guess engine manufacturers assume that if you are installing a 225hp engine, then you have a large boat and a place to put an external oiler.

posted 10-25-2004 02:27 PM ET (US)            

I'm really starting to like these E-TEC engines. It may sound strange but I know a few fisherman who own 4-stroke engines on their Alumacraft boats who will be re-powering with the smaller E-TEC engines soon.

Erik

posted 10-25-2004 07:42 PM ET (US)            

My guess is perhaps it has been done for heat protection. The insulation of the spark plug wire is sufficient to protect against any voltage breakdown or current leakage. Perhaps the nylon adds some additional heat resistance. The plug wires pass near the cylinder heads where the operating temperature could be high.

posted 11-01-2004 10:42 PM ET (US)            

Will we ever see a portable E-Tec such as a 25 or 20HP, or is this in the league of the four stroke.

Regards,

posted 11-02-2004 03:53 PM ET (US)            

Let's see someone other than BRP make a full 3-star, two-stroke lineup. Ain't going to happen anytime soon. Reason is because to others don't have the technology. Even Merc, for some reason that's probably over my head, can't get any Optimax over the 135 hp to blow under the 3-star limit on the outboard breathalyzer.

posted 11-02-2004 04:48 PM ET (US)            

I think you might have it backwards regarding cleanliness. Without a catalytic converter or a direct injection technology, I believe that EFI 4-stroke might already be tapped out on CO and NOX emissions. If the noose gets tighter on these gasses, where are they going to put the catalytic converter on the Verado and how much is it going to weigh?

posted 11-02-2004 06:05 PM ET (US)         

If a 250 EFI, with a 1.76 gear ratio, can turn a 21" pitch prop up to 5800, and 62 mph, on a 250 Verado, which would turn the same top end, but at 6400rpm, the same 21" prop would be used, or maybe a 19". Yamaha goes even lower with their 4-stroke, using a 2.0 gear ratio.

posted 11-02-2004 07:10 PM ET (US)            

I don't put too much faith in Whaler performance tests because I think they've biased them in favor of the Verado. Next time you're over there take a close look at all of the statistics in the reports rather than taking the data on blind faith. In almost all cases I think you'll see that the Verado equipped boat is lighter. Also, I think they have propped it advantageously. All part of the continued hype plan. Brings a whole new meaning to truth-in-advertising in my opinion.

One example of this can be seen in the performance reports for the 270 Outrage. The twin 225 Optimaxes are turning 21P Rev 4s through the 1.75:1 gearcase (total boat weight of 8027 lbs) to 5500 RPM (redline is 5800) while the Verado 225s are turning 19P Rev 4s through a 1.85:1 gearcase (total boat weight of 7328 lbs) to 6200 RPM. Interestingly, Whaler doesn't publish a time to plane or time to 30 MPH for the 225 Optimaxes. I wonder why. Must have been a simple oversight by the Brunswick marketing department, right?

Whaler does publish time to plane and time to 30 for the pair of 200 Optimaxes also turning 21P Rev 4s (total boat weight of 8007 lbs) to 5420 RPM and the 200s aren't far behind the Verados in terms of hole shot with a steeper gear ratio and a higher pitch propeller despite more than 600 lbs of additional weight to push. Put a pair of 19P Rev 4s on the 200s and let them rev up to 5800 like the 200 is made to do and I wouldn't be surprised to see the 200 Optimaxes have a better hole shot and time to 30 MPH than the 225 Verados even while pushing the extra 600 lbs.

I'd love to see them do an everything equal test between the Optimax and the Verado. I'd be willing to bet the Optimax would come out ahead each and every time. However, I don't think you will see that from Brunswick because they have too much invested in the Verado.

One last thing that convinces me that the Verado isn't that fast out of the hole compared to the 2-strokes. If the Verado was so quick out of the hole, you'd see the bass boat guys raving about the Verado. Such does not appear to be the case from what I've read so far. I don't believe a 250 Verado can keep up with the E-TEC 225 HO made for the bass boat market and most definitely it cannot keep up in the first 10 hours. ;)

posted 11-06-2004 10:45 AM ET (US)            

These patents contain some quite interesting information. I am just in the process of reading them more carefully. One thing that comes immediately to mind:

posted 11-14-2004 12:55 PM ET (US)            

Compare the waveform shown in Figure 6 of U.S. Patent 6,398,511 with the waveform shown in the website animation.

Patent
http://continuouswave.com/whaler/reference/6398511.pdf

posted 11-22-2004 10:30 PM ET (US)            

Great engine, forcing myself to wait though . . .

fourdfish: If you have pictures, we always like seeing those things mounted, so post 'em if you got 'em.

posted 11-26-2004 12:29 AM ET (US)            

Also, I just learned another very interesting thing about the E-TEC fuel injector: they are all serialized and given individual identifiers. When an injector is replaced on an E-TEC engine, the serial number of the injector is entered into the firmware of the Engine Management Module (EMM). Apparently the serial number pattern contains some information about the injector's individual characteristics, and the computer makes adjustments for this. Or at least that is what I infer from the need to inform the EMM about the new injector's specific serial number.

If this is the case, this represents a very sophisticated level of control. I have never heard of anything like this before, at least in an outboard motor. The individual testing and characterization of the E-TEC injectors and the provision for the EMM to adapt to these characteristics is another example of the advanced engineering that has gone into these engines.

posted 11-28-2004 10:03 AM ET (US)            

It is another good example of how having "more transistors" in the product can make it better. Well, in this case better for the manufacturer by allowing use of a wider tolerance in the injector. But also better for the consumer because the product works better when it can more accurately meter the fuel into the engine, as it can when it knows about the precise characteristics of the individual injectors.

In general I am quite amazed at all of the technical information which has been released on the E-TEC. The source of most all of this goes back to Bombardier. Perhaps it is part of their corporate culture to be proud of the technology in their products. I've never seen any technical literature about the Optimax from Mercury (or the Ficht from the OMC days) that goes into the detail that Bombardier has supplied about the E-TEC engine.