posted 07-19-2005 01:48 PM ET (US)        

On Sunday I took delivery of a 2006 Evinrude E60DPLSDA, manufactured 06/2005, nicely hung on my 1977 15' Sport. I have only been able to run it for about an hour, but here is my initial impression.

Context: I am replacing an 1989 85HP Suzuki 3 cyl 2 smoke 15 pitch prop with a Dole Fin.

Noise: Quiet. Conversational quiet. You know it's back there, but simply quiet.

Smoothness: There is definitely a vibration to this engine. Where the Suzi chugged, this engine hums with some vibration at idle. My Raymarine L365 mount was rattling, as well as the red plastic shift lock release on the throttle.

Smoke: Non existent at idle, but some present after coming off WOT, and then disappears. Dealer said to expect this during first 35 hours due to increased oiling rate. Dealer programmed for XD-100, gave me the remainder of the gallon container after filling my engine. Said, generally speaking, the first tank should go 35 hours, next tank 45-50 hours (decrease oil rate programmed after 35 hours or so), depending on how I run the engine

Starting: Turn key one click, system check gage lights cycle, beep sounds, turn key farther, and instant start (really instant, I do not hear the starter, it's immediate). There is no choking or high speed idle adjustment. You can tell this is the best part for me, compared to the ole Suzi.

Performance: I know folks will want more here, and I intend, weather permitting, to fill this in Friday, but I can tell you that, running an aluminum 13 3/4 x 15 prop, I ran 42.2MPH @ 6000 RPM WOT. However, I do not have GPS and this was clocked by my Raymarine L365. Load was 13 gallons of fuel under the seat, 200lbs crew (me), 50lbs gear and Anchor/chain in the bow locker.

I had about 1000 yards of no wake zone to play, timed to avoid tubers and wakes, and opened her up. I was VERY impressed. My expectation was that I would experience a significant power decrease due to the loss of 25HP, but I tucked in the engine and the 15 jumped on plane (no Dole Fin) damned near as fast as the Suzi 85 (possibly as fast, because the power/torque is nearly instant). I backed off the power, cruised a moment and when I was comfortable there were no wakes ahead I went to WOT. Checked the RPM, 5800ish, approx 38MPH and began to trim the engine. I got to 42.2 MPH, saw 6000RPM (my eyes were watering terribly!) began to feel the impending chine walk, and backed down, purely invigorated. This 60 has some punch!

In my everyday use of the engine, I will rarely do this, but knowing the max RPM is 6000,l wanted to see max speed with proper trim.

One other point is the responsiveness in the middle of the power range. Cruising at 3000 RPMs and gunning it to 5000 RPMs really pinned me in my seat (I have seats mounted to the thwart)...this is one torquey engine!!!

So I idled around a bit and noticed the vibration i had experienced earlier was gone, loaded and wished I had had more time.

Like i said, hopefully this Friday I will bring a pen and record various speeds at different RPMs. I think the shop did a great job with the prop, this was their first 60HP install (installed many 40, 50 and 90s) and I know they spent time on the water with it to get it right, and that the techs were very impressed with the performance; they were not there Sunday but this was relayed to me by the sales guy. With a 17 pitch I'm sure I can go faster, but have no desire to. I primarily troll, cruise, and tube, with more people and gear than this test.

General overall first impression: great torque, power, emissions, noise, and quite frankly looks damned good on a classic Whaler. And with a 7 year warranty, 3 year no dealer maintenance, AND self winterizing, definitely worth the wait.

Timo

posted 07-19-2005 07:42 PM ET (US)            

Tony

posted 07-19-2005 08:04 PM ET (US)            

Congratulations on the new E-Tec! We got out in our 1982 15 Sport with 2004 Evinrude E-Tec 50 this weekend, and the Evinrude is still performing perfectly.

I'm glad to hear of a 60 horsepower model in the field. I was torn between that one and the 50, given they weigh the same, but the 60 was unavailable early last year when I was buying.

How is the trim on your boat? The splashwell drains are half under water at rest with my boat and motor. The E-Tec 50 is heavier than my old '82 Johnson 50, which was sent to the boneyard.

posted 07-20-2005 09:44 AM ET (US)            

Good to hear those 60's are finally getting out there

posted 08-17-2005 07:54 AM ET (US)            

Just wondering if you have any further comments/observations/information on your new Evinrude 60 E-TEC.

I have a 1981 Sport with a 1989 Evinrude 70, and am planning to replace the 70 with a 60 E-TEC. Any other infomation would be appreciated. Thanks,

CdnWhalerGuy

posted 08-23-2005 11:42 PM ET (US)            

Sorry for not getting back sooner but I wanted to get more info prior to posting again.

The short of it is that after about 5 hrs on the new engine it started stuttering at 4000+ rpms, dropping 500 rpms intermittently and consistently. Rock solid starts and motoring around under 2000 rpms. Brought it back to the shop and they diagnosed a bad fuel injector (not via the EMM, no codes were thrown). Since they could not tell which one was bad, BRP FedEx'd two new ones the next day and viola, problem solved.

However, when I was finally able to pick up the boat and run her, I plugged in my Raymarine L365 and...nothing. So I cannot give any more RPM/speed stats. New NavMan 4200 is on order so it will not be long until I can tell how fast I am flying around.

One negative note to report is that they uploaded a new fuel mapping version to the EMM (they said new, it may well just have been different) that I am not too happy with. They warned me when I picked up the engine that there was a stutter around 3000-4000 rpms that "I may not notice" and that BRP was working in a new map for his problem.

When I am alone or with the kids (120lbs between them), this is not a real problem. A stumble getting on plane,yes. But only for a second or two, then plenty of that top end torque 4200-6000rpms that is so invigorating. The real problem displayed itself when we tried to tube. Load was myself (200lbs), sister in law (120lbs sitting on front left thwart), and her boy friend (175) on the tube. First three tries I could not get the boat past the 3000 rpm stutter. Fourth time moved sister in law to bow, held the 3000 rpm stutter for 10 seconds or so, and then when the engine reached around 3800 the boat just popped on plane and we were good to go at all speeds and turns around 4500 rpms.

I was able to put some quality hours on the engine last week and aside from the tubing experience, for my day to day boating (cruising and trolling), I am thrilled with this engine and its performance. One click instant staring, quiet as can be, no smoke/smell, trolls ALL DAY with no issues, and the more I am using it I realize that this thing really uses so little oil that it's almost an afterthought to check. My Suzi VRO had to be filled periodically. I can barely notice the oil level going down on the E-TEC. I have no specific stats (I know, I know, but when I install the NavMan I can post specifics), but the gas consumption is equally miserly. I was out with the kids for three solid hours last evening and the gas gauge barely moved.

So far this engine is delivering everything advertised, certainly everything you world never expect from a two stroke, except perhaps the claim of smooth power across the rpm range, but like when the 90hp when first delivered, I imagine the new fuel map software version will fix this problem (Seahorse, any insight here?)

Mike, splash well drains are just barely letting water lap in and out at rest with 12 gals of fuel under the rear thwart.

Alex K, how about a preliminary report on your new 60?

CdnWhalerGuy, hope this report fits the bill.

posted 08-26-2005 01:12 PM ET (US)            

Since my Raymarine crapped out I will soon have a new Navman (still non-GPS) that will give a relative comparison to the Raymarine so I can recheck my numbers.

I am unfamiliar with the Alert. You make reference that it is heavier...is it still the same general design as a classic Sport 15?

I forget what Mike Brantley's numbers with his 50hp E-Tec on his classic are...worth a search.

I have Googled a few other references to folks having the same stumbling problems as us in the 3000-4000 range...hopefully this means that it is going to be cured by a software patch.

Timo

posted 08-26-2005 01:19 PM ET (US)            

My numbers were first verified by the shop's numbers that used GPS (Raymarine was not on the boat)...and I know they propped the boat to max at 6000. I am also comfortable that the classic 15 start to dance in the low 40's, which I was...wish I had my own GPS just to be sure.

Should have some quality solo time next week with the new Navman to post more.

Also, please make sure your dealer knows that others are having the stumbling problem at 3000 so they let BRP know. Sure would like this patched ASAP.

posted 08-26-2005 01:21 PM ET (US)            

posted 11-06-2004 08:50 AM ET (US)
--------------------------------------------------------------------------------
I have an E-Tec 50 on my 15 Sport, and I am very happy. The fastest this motor has pushed this boat was 34mph, but my load may be heavier than yours. I seldom want to go that fast in the 15. The 60 weighs the same as the 50, so that is an obvious choice, too, for the 15. My 15 sits a little lower in the stern now with the E-Tec as compared to my old Johnson 50, but no problems.
Here's an earlier thread...

posted 08-29-2005 05:15 AM ET (US)            

RPM PITCH
SPEED = ----- X ----- X [ 1- (SLIP/100) ]
RATIO C
Where:

* RPM a positive number; the crankcase speed in revolutions-per-minute.
* RATIO a positive number; lower unit gear reduction ratio; the number of revolutions of the crankshaft to produce one revolution of the prop shaft.
* PITCH a positive number; blade pitch of prop in inches.
* SLIP a percentage, 0-100; index of propeller performance.
* SPEED a positive number; the boat speed.
* C a constant to convert inches-per-minute of revolution to boat speed; for miles-per-hour, 1056; for nautical-miles-per-hour, 1215.2; for kilometers-per-hour, 656.

This means if there is no slip, (like your prop would cut through solid)with a 15'prop, 6000rpm and a ratio of 2,67:1 the Vmax one could get is 31,92mph.

posted 08-29-2005 09:22 PM ET (US)            

Your numbers are identical to Mike's, except that he is running the 50HP E-TEC, not the 60HP like we have. His final posted speed of 34mph was achieved with a 13 1/4 x 15.

My Navman 4200sx will be here tomorrow (still not a GPS) and I'll be on the water Friday so I should have a new report then.

Seahorse, do you have any insight or advice?

Thanks.

posted 09-02-2005 05:43 PM ET (US)            

Loaded the Sport with 14 gallons of fuel, 100+ lbs of gear, newly installed Navman (non GPS) and I regret to report that I am taking the engine back to the shop.

I ran the engine WOT, 6000 RPM fully trimmed on flat freshwater river, no wind, hit the rev limiter and couldn't get past 39 (both ways, tide was slack)(does saltwater giver better bite? first numbers were in salt water...think I need a GPS). Anyway, the midrange hesitation has returned and has become problematic. I could not hold a steady RPM anywhere between 3000 and 5000. At 3500ish the engine would race up to 5000 on its own (no throttle movement) or simply begin to skip and lose power. When I would try to recover with throttle the engine would enter that almost turbo mode in the 5000+ range and run fairly steady.

Called the service manager and am bringing it in Tuesday. He's not used to seeing E-TEC dogs and he definitely wants to make things right.

I am a software designer/analyst and tester. The 60HP is clearly a "dot zero" release and I knew that going in. When this engine is functioning as designed (and more times than not it has), I know I have exactly what I was looking for.

When they get her bugs worked out I know I will be pleased. Pretty hard to keep a smile right now, though.

So much for Labor Day boating and beaching...

posted 09-06-2005 07:11 PM ET (US)            

This is the time of year when we in the North East have the type of weather you FLA folks take for granted year round, so a perfect day (that coincides with a day off!) is something to treasure.

E-TEC's back at the shop. Will update when I have more.

Alex K, any news?

posted 10-06-2005 01:59 PM ET (US)            

I am sorry to hear about the ongoing problems with the 60 E-TEC. I have a friend who is running a 2004 - 40 E-TEC (on an aluminum "punt") and he has experinced similiar problems with his motor.

I have owned several Evinrude motors over the years with little or no problems and have always been a big fan of their products. I was very seriously considering taking the plunge and purchasing a 60 HP, E-TEC, but this thread and and my friends experience with the 40 E-TEC convinced me to look at other options.

About 3 weeks ago, I found and purchased a "used" 2001 Yamaha 75 HP (2-stroke) to replace my aging 1989 Evinrude 70 HP (I know, it's 5 HP over the USCG maximum rating). I had never even considered a Yamaha product before, but I am very pleased with the motor thus far. This particular unit appears to have had very little use. On my 1981, 15' Sport, spinning a 13x19 Michigan Match Aluminum propellor, it runs to 44.3 mph (according to my Garmin GPS unit) at 5300 rpm (according to the Yamaha Digital Tach). It does begin to "chine walk" at that speed, so caution needs to be taken. I prefer to run around 3000 rpm, where the boat is moving at about 25-27 mph ... It feels just right at that speed.

The Yamaha has an advertised weight of 260 - 270 pounds, just slightly heavier than the 250 pound Evinrude. All that to say that I believe that 75 HP is quite managable on the 15' Hull. If BRP is offering the 75, I'd take it, as there seems to be less issues with the 3-cylinder E-TEC's. I don't believe the weight is a huge issue, other than some water washing over the stern when reversing.

posted 10-06-2005 03:01 PM ET (US)         

I do know that people have put a 303# Merc 75 on a 15' hull, and I think there is one pictured on this site somewhere. But I have heard the 75 EVinrude is more like 326#? No question you're pushing the limits on that hull with an engine that heavy.

posted 10-06-2005 05:36 PM ET (US)            

Also the 75 E-Tec has been out for two years and has an excellent track record.

posted 10-07-2005 03:34 PM ET (US)            

I dont know anyone with a 75, but there are at least a half dozen members here with 90hp models (same engine basically) with one who had a problem when the engine first came out.

posted 10-13-2005 10:37 PM ET (US)            

My dealer, whom I still have confidence in, had the engine for two weeks, replicated my issues, and BRP's suggestion was to ventilate the 15" prop...3/8 inch holes (3) drilled in my new prop hub to correct the hole shot stutter. Well, this did help take-off but created a very scary scenario with me and my 5 year old son returning upriver in a falling tide current at the Chain Bridge in the mighty mighty Merrimack. The intentional ventilation holes that allow the prop to slip to get past the take-off "stutter" provided too much slip for a heavy current and at 2.5k rpms we were not moving. I had to advance past the stratification transition (2,800 ish) to over 3k and actually get up on plane to deal with this narrow, concrete bridge no-wake scenario. I've gone thru this stretch a thousand times, same scenario, with the ole Suzi, 17" pitch with no issue...

As well, my intentionally ventilated prop reeks havoc on my transom Navman transducer at various rpms rendering it useless, even the water temp, from the venting turbulence/heat.

My research here on the forum regarding venting a prop concludes that venting is valuable to go-fast (bass) boats over-propped who are concerned with top end speed and need take off assistance. However, in my opinion this should not be required on a 2006 60hp 2-stroke to raise a 15' hull.

This E-Tec 60hp, before the injector/software replacement, was for me the perfect engine (see my original post).

Last time out, after an hour of no wake cruising, it either steamed or smoked so much that my son thought the engine was on fire (no warning lighs). It still advances or decreases speed on plane at around 3500-5000 rpm's. It still clips (drops 300-500 rpms) in and out in that same rpm range; very noticeable on a glassy slack tide.

Ugh. I feel like Sheila's question is germane here...is it me? Is it inexperience with this power/hull? Is it just an underpowered situation and I am a whiner? I don't think so, because the first five+ hours before the injectors failed were perfect and I believed this was the perfect combo.

Venting patched the take-off, but did not fix the midrange problems. The engine is going back again this week. I'll keep you posted.

posted 10-14-2005 02:37 AM ET (US)            

Sorry to hear all about the problems you are having with the 60-hp E-TEC. It kinda scares me because we just ordered a 90-hp E-TEC to put on a 1984 17-ft Montauk we are restoring. Hope by the time we get this engine that most of the problems will be solved.

Alex,

I would be very careful about putting a heavy engine on that 15-ft Alert. A Suzuki DF70, DF60 I would not recommend at all. Even on a 17-ft hull. Not because of the engine itself because it's a great engine. It's weight is the problem. I think the 75 E-TEC would also be on the heavy side as it's the same engine as the 90 E-TEC. The 60-hp Mercury EFI would be a good choice if you ask me. This is one great engine: not too heavy, reliable and it sips fuel. My friend Dirk has one on his 17-ft Alert and it has been an exceptional engine.

I hope all works out with the E-TEC you have now though.

posted 10-14-2005 06:56 AM ET (US)            

Those 3/8" holes for prop ventilation are too big, that's why you are having problems. On big off shore or bass boat rigs with V4's and V6's you use 3/8" vents.

posted 10-14-2005 08:05 AM ET (US)            

If I were in your shoes, I'd be bullsh*t. It's not you, it's not inexperience, and it's not a case of underpowering. Like you said, the first 5 hours everything was great.

posted 10-14-2005 08:46 AM ET (US)            

I'm going to say this again but I think you are not running the right pitch propeller and this is at least partially the cause of your problems. A 15P propeller is far far too low for that motor. Here's why.

I have a 15 SuperSport powered by a Yamaha 70. At WOT, the Yamaha turns 5900 RPM and pushes the 15 to 42 MPH. The Yamaha is turning a 13 x 19P aluminum propeller through 2.33:1 gears (2.33 flywheel revolutions for each propeller revolution). The calculated slip is approximately 8 percent. We'll use that slip figure to figure out a ball park for the propeller pitch you should be using.

The E-TEC 60 has a WOT RPM max of 6000 RPM. It turns its propeller through 2.67:1 gears (2.67 flywheel revolutions for each propeller revolution). In theory, the 60 E-TEC should be able to push the classic 15 foot hull to about 39 to 40 MPH. So if I were setting up the E-TEC 60 with a target WOT RPM of 6000 and a target top speed of 40 MPH, and 8 percent slip, the pitch of the propeller that the propeller calculator tells me to try is not 15P but rather 20P, 5 inches greater than where you are.

If I were in your shoes, I would be starting with a 21P propeller to see where the WOT RPMs fall and then take it from there. I would also be trying to find propeller that has a smaller diameter, not 14 inches as that is much too large and unnnecessary for the 15.

My 15 was originally powered by a 48 Johnson (50 HP) and the propeller used for that motor was an 11 3/4 x 17P and it turned that through 2.42:1 gears if I recall correctly and the boat would go nearly 37 MPH with that motor. You have more HP and higher gears so it should be able to turn a higher pitch propeller in theory.

I don't think this is a BRP problem, I think its a dealer problem caused by using an incorrect propeller pitch. I think your motor doesn't have enough load on it.

posted 10-14-2005 12:22 PM ET (US)            

Eric, since BRP replaced my EMM, my 90 E-Tec has performed absolutely flawlessly on my 17 Montauk (80 hours on it now). I don't think you have anything to worry about with the 90 E-Tec you have on order - it's a wonderful engine on that hull.

Peter, While I completly agree with your prop assessment, one thing still puzzles me - how was it that the engine/prop/boat combo performed well for the first 5 hours and poorly after the injectors were replaced? Unless possibly the underpropping led to the failure of the injectors??? This seems like a stretch, but maybe if they were constantly runing up against the rev limiter, they could have failed...

As for contacting BRP directly, I tried that when I had my problems. I was able to talk with tech support, but it always came down to having to work through my dealer.

Hopefully Timo will get this resolved soon!

Good Luck!

posted 10-14-2005 12:50 PM ET (US)            

If you think about it, what the EMM probably saw is that a tiny bit of fuel produced significant RPM gains, much like reving your motor up in neutral. If I run my Fichts in neutral and I advance the throttle up to about 1500 RPM and hold it there, I have to stand guard because all of a sudden the Fichts's RPM will run away on its own because it runs so lean and has no load on it to control the situation. That's why whenever I do a decarb or a fogging, I tie a rope around the kill switch at the helm and lead it back to the motor so I can kill the engine if it starts to take off on its own.

I think that might be happening in the case of the 60 E-TEC when using the extremely low pitched prop which puts it way outside of the sensor inputs the EMM would expect to see if properly loaded to acheive WOT in its 5500 to 6000 RPM WOT operating range. Is almost like running the engine at high RPM in neutral, which is not a good thing to do. The engine is essentially running away on its own because there is hardly any load on it. That's why there is surging and the throttle is not all that responsive. He's bascially operating "off the map".

posted 10-18-2005 09:19 PM ET (US)            

When you operate the throttle of an E-TEC you mechanically move the throttle plate located in the air induction path. You also mechanically move a Throttle Position Sensor, which relays electronically the position of the throttle to the engine management module (EMM). What happens next is completely determined by the algorithm stored in the EMM. The engine will respond to this input by producing a certain amount of fuel injection along with a certain amount of spark advance. Let's diagram that:

INPUT --> RESULT

Mechanical change in throttle position --> physical decrease/increase in air path restriction

Mechanical change in throttle position --> electrical change to EMM from Throttle Position Sensor (TPS)

Electrical change in TPS Signal --> fuel injection timing and duration changes
Electrical change in TPS Signal --> spark advance/retard changes

How fast the engine runs is really determined by the interaction of these three control elements.

The air flow is determined physically by the throttle plate position. How much fuel is injected and when, and what the spark timing will be, are both determined by the EMM looking up the answer in a table or map. This stored data was put there by the designers after testing and tuning the engine. This is known as the fuel map.

If the engine just ran like this it would be called "open loop" mode, because there is no feedback to the controller about what has happened. However, the controller can get feedback from the engine. The most important feedback is the measurement of crankcase speed. The controller looks at the TPS signal, gives the engine some fuel and advances the spark, then looks at the engine speed to see if it is increasing. In the fuel map there may be data stored about how much speed is to be expected at a certain setting.

Other parameters can also be considered as inputs. A complicated fuel map will allow for things like atmospheric pressure, air temperature, engine temperature, and exhaust gas content to affect the overall combination of fuel injection and spark advance.

For example, if the engine sees that the barometric pressure is high and the air temperature is cold, it will use a different fuel map than when the barometric pressure is low and the air temperature is high. Also, engine temperature may affect operation. If it sees the engine temperature is high, it may increase the fuel to air mixture to avoid running lean. (A lean engine tends to run very hot.)

When the engine is run with a propeller of quite small pitch, it may be operating in a way which is not anticipated by the settings stored in the fuel map. Exactly what happens under these conditions is hard to say. Perhaps the engine is running at very high RPM compared to the throttle setting. This might be interpreted by the EMM as a sign of a runaway engine. So perhaps it cuts back on the fuel. The operator might give the throttle an increase. Now the engine speeds up again. You get the idea. This is just a guess on my part about how the engine is operating, but it seems reasonable that there could be some combinations of engine and propeller that don't produce the same results as the designers intended.

posted 11-02-2005 11:19 PM ET (US)            

Great info from everyone. I appreciate all the time folks have taken to theorize on the cause of my issues.

To begin, I was only able to get my boat back to the dealer this past weekend, so I have no clue what the next steps are. I did however have a long chat with the service manager and the tech that worked(s) on my engine and have a better understanding of where they are coming from.

I have some very high level thoughts here.

I promise not to post any more performance numbers unless confirmed by GPS (X-Mas present?), although, slip calculator aside, the Sport was much faster before the new injectors/software. Maybe the bad injectors damaged someting?

Venting the prop was a BRP directed band aid to aid in my take-off issue. They suggested starting with a 3/8" hole, take the boat out, and if needed increment the size until the Sport was able to "wind up past the stutter" and take off. The mechanic determined that it took 3/8" vents to have the Sport be able to consistently get on plane. I agree that the 3/8" vented 15" prop is what was required to get the Sport on plane. I still feel/hear the hesitation, and some times it still will not want to get past 2,800 rpms, but will always ultimately sit up. I was not able to test with a tuber, but my gut tells me there is no way this setup will pull anything.

As for being under propped, you guys are way more knowledgeable than I on prop dynamics. My depth of knowledge has always been, want to pull a tube or skier? Put on the 15". Want to go fast and run economical? Put on the 19". So what everyone here is saying, if I am distilling the various thoughts correctly, is that a higher pitch prop will create more load that will then tell the EMM to provide more fuel, at least from the take off perspective. Is this correct?

If so, then help me understand load. Isn't pulling a 150lb. tuber load? It's not like I was cavitating (ventilating?) the 15" pitch at 4000rpms...the engine simply could not get past 3K, as though straining under the load of the tuber. I totally get Jim's and Peter's under prop theory and its effect on the midrange creep, when on plane and under virtually no load (suspending the fact that Alex seems to have a similar issue with a 19" prop). But am I to understand that perhaps, with the 60HP E-TEC, I would have a better chance of pulling a skier with a 19" or 21" than a 15"?

I am fascinated by the technology, the weight to torque ratio and the environmentally friendly nature of the E-TEC, and am willing to stay the course (but yes, Nate, I am BS!). However, I still believe there is something fundamentally wrong with this particular engine. Again, as always, I will post more when I hear back from the shop.

posted 06-28-2006 11:30 PM ET (US)            

I am powering an 18 ft Legend / smoker craft pontoon boat.
I brought the boat back to the dealer and they cleared a false overheat code thinking that would be the cause (rev Limiter) but not so.
Just today they sent a technician to the lake to observe the mid range hesitation. He hooked up his lap top and could find no falts and everything was running to spec.

His conclustion is that the prop pitch has to be changed to get WOT to 6000 thus providing proper feedback to the EMM as Jimh concludes. A lower pitch prop is on order.

I have not seen any feedback on resolving your midrange problems since November. I would apprecated and update

Thanks

Harv

posted 06-29-2006 01:05 PM ET (US)            

Im in Northern Ontario (Canada)
If the Prop replacement does not solve the stutter I will start making more noise at the dealer.

Wish me luck

If anyone else has had similar stutter problems and has found a solution please advise.

Thanks

posted 06-29-2006 09:42 PM ET (US)            

There is an improved software for the engine computer that your dealer can perform in about 15 minutes, and it is covered by warranty.

have your dealer check which software version you have and upgrade it if it is not the latest one.

posted 06-30-2006 11:21 AM ET (US)            

How much is a good dealer worth?

posted 07-10-2006 10:21 AM ET (US)            

My 50 E-Tec stutters between 3500 and 4400 RPM. the WOT is RPM is 5000-5200 depending on wind and canvas rigged.
I have also noticed stutter at lower speeds but not as consistant.

posted 07-10-2006 10:35 AM ET (US)            

I believe the prop pitch is 15. The tech believes it should be a lower pitch which will improve top end and performance but lodgic tells me, that it will only vary the stutter range?

posted 07-10-2006 07:49 PM ET (US)            

Talk to your tech, you boat is either severely underpowered and need a smaller pitch prop to get the revs up or there is a power problem with the motor.

posted 07-11-2006 02:44 PM ET (US)            

I am running a 18ft legend/smokercraft pontoon boat.
approximately 1800 lbs Capacity 10 persons or 1500 LBs

The dealer put a 15 pitch prop on it and Just yesterday gave me a 13 pitch prop to try.
I have not as yet returned to the lake to install the prop but will advise.

I hope the prop solves the problem. The service manager says one of the other local dealers tried everything and finally the prop worked, so we will keep our fingers crossed.

Thanks for your feedback

posted 07-13-2006 10:59 AM ET (US)            

We keep our fingers crossed.

posted 07-13-2006 01:17 PM ET (US)            

What's the model number and serial number of your 50 E-TEC?

posted 07-14-2006 02:51 PM ET (US)            

Model # E50DPLSD

Ser# 05123436

Why do you ask??

posted 07-15-2006 08:22 PM ET (US)            

I recently remapped a 50hp for a customer who had the same problem with his 2006 engine - also on a pontoon.

Have your dealer call BRP Technical Service and ask them for software revision 90052 for the 2006 50 hp models.

It works!

posted 07-17-2006 01:24 PM ET (US)            

This one's not on the dealer-only web site, so in their mind there are no 2006 updates. I was working on a peculiar problem with one and that's how I found out about it. It did make a huge difference and my customer was very happy with the results.

posted 04-12-2007 09:12 AM ET (US)            

I have a 2007 40hp model # E40DPLSU and SN 05160466. It starts and idles fine. It also runs well at top end. At mid-range though, I have the same issue described in this thread.

I took the boat back to the dealer once I noticed it. The dealer checked for error codes and noted that there were none. At the time I brought it in, I was not past the extra oil breakin period. He suggested I run it for a while to complete the breakin and then we can check it out more thoroughly. I agreed that this was good advice and plan to do this. I have still not completed this.

One additional note is that I have been running the motor in pretty cold water for most of it's life. I bought it a week or two before 1st ice last fall. The ice went out here only 3 weeks ago.