Mercury Re-Engineers VERADO Gear Case For Third Time

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jimh posted 05-02-2011 08:42 PM ET (US)
Mercury Marine announced recently that they have re-engineered the gear case on their powerful six-cylinder VERADO outboard motors, giving the engine a stronger and heavier gear case. The new design is the standard now on most VERADO six-cylinder engines from 200-HP to 300-HP. This gear case is the third generation of gear case design for the VERADO engines.
The diameter of the torpedo or round section of the gear case has been increased to 5.4-inch from 4.8-inch. The internal components are described as having been strengthened. The new gear case continues to use the existing line of Mercury propellers with the FLO-TORQ hub system. The gear ratio is 1.85:1 and the propeller shaft diameter remains 1.0-inch.
For even heavier application, Mercury Marine is also introducing an even stronger gear case for special applications of the VERADO and denoted by the combination of "new" and "heavy-duty" as descriptors. This option is available only on certain models of VERADO, such as the 300-HP engine. The gear ratio is 1.75:1, and the gear case is designed for a 1.25-inch propeller shaft and solid hub propellers. The larger 1.25-inch prop shaft requires the use of Mercury Racing’s 1.25-inch solid propeller hub kit. This gear case is not compatible with the Flo Torq II shock-absorbing hub system.
The original gear case design with 4.8-inch diameter torpedo is still available for use on particular engines where higher speed operation is contemplated, such as engines with 20-inch shaft length intended for smaller and lighter boats.
The new gear case designs seem to go by the model designation POSEIDEN. It is said to be the third generation of gear case design to be used on the Mercury VERADO.
Mercury explains the new designs as follows:
"The 5.44-inch gearcase is a larger, more robust version of the 4.8-inch gearcase with strengthened internal components. It was designed primarily for markets which in recent years have been trending toward larger, heavier boats that venture farther offshore and experience rougher sea conditions."
"The standard 4.8-inch Verado gearcase is the best choice for single-engine boat applications that exceed 55-MPH, including bass, freshwater multispecies, inshore flats and bay, and tri-toon boats. It is approximately 13-pounds lighter than the larger 5.44-inch gearcase and has a smaller hydrodynamic profile that ensures top performance on these boat types."

Binkster posted 05-02-2011 09:56 PM ET (US)
Mercury Verado owners are true pioneers, and the factory loves to use them for a test bed.
jimh posted 05-02-2011 10:35 PM ET (US)
It is too bad Mercury can't give some clear model designators to the gear cases. By my count we have:
--the first generation gear case, presumably from the initial introduction of the VERADO
--the second generation gear case, presumably changed sometime previously, and perhaps in connection with the redesign of the power head, often colloquially referred to as the VERADO GEN II, which is only denoted by the change in the cowling ornamentation
--the third generation standard gear case with larger diameter, possibly called the POSEIDEN gear case, apparently mated to the VERADO GEN II power head and midsection, and
--the third generation heavy duty gear case with 1.5-inch propeller shaft, apparently available on a limited number of the VERADO GEN II engines.
That's four gear case designs and two distinctly different power head designs, but all sold as the VERADO. I think it would be handy if Mercury threw in some model designations to help users track all these changes.
I don't have any information at the moment on when these new gear case designs will be rolled into production. We need to get the exact date of production change so we can make sense of the engine production dates.
Also, it is not clear from any literature I have seen if the next-to-last digit in the Mercury Model Code Label will be changing as a result of the gear case changes. This information would be good to know.
L H G posted 05-03-2011 05:39 PM ET (US)
A large gearcase selection has always been a strong suit of Mercury and Mercury racing. I am happy to see them continuously spending the R & D to introduce new designs. They have been the leaders in this segment of outboarding propulsion for years (compare the gearcase and prop design of a 1962 Merc 1000 with a 1962 OMC and you'll see what I mean!) That's a sign of a company on the move and selling a LOT of Verados for many different uses and applications.
For years, the 2.5 and 3.0 liter 2-strokes had the standard gearcase, and optional FleetMaster, TorqueMaster, Sportmaster and others. Then there are all of the various Bravo I, II & III gearcases for the I/O's.
When the 3.3 liter Evinrude 225HO got killed by a 3.0 liter 225XS Optimax in a Bass and Walleye boats Shootout, one of the cries of foul by the Evinrude crowd was Mercury's superior gearcase design as compared to the old fashioned Evinrude design installed for the testing.
jimh posted 05-03-2011 09:58 PM ET (US)
Larry--I am not familiar with the differences in the design of gear cases from 50-years ago between Mercury and OMC. I am not sure how that affects the VERADO. You should consider writing a comprehensive article about Mercury Marine and how it has been the leader in every category of outboard engine design, manufacturing, and performance for the last 50 years. I think many readers would be interested in learning your thoughts on this. I am completely serious. With your experience and some fact-checking I am sure you could produce a beautiful article about the unmatched, unequalled, and unrivaled superiority of Mercury Marine in all phases of marine propulsion. I would be pleased to publish it here on the web.
But my task here is much simpler, I just wanted to let people know about two new gear case designs from Mercury, joining the two prior designs, for the powerful six-cylinder VERADO engines. I am not able to go back 50 years in the past. I only have to go back to about 2004, a more modest seven years ago, and the introduction of the VERADO, and I can cover the four different gear case designs available.
From what I have read briefly about the four different gear case designs used on the VERADO, it appears that the original design--I don't know how to describe this except to call it the original gear case on the original VERADO--was the fastest gear case, and all of the subsequent changes to the gear case design have been to increase reliability, not to increase speed. I have not seen any mention from either Mercury Marine or enthusiastic owners that any of the three more recently introduced gear case designs increased the speed potential.
jimh posted 05-03-2011 10:05 PM ET (US)
Larry--You have also introduced the topic of gear case design for stern drives. This topic is not particularly relevant for this thread. Here we are focused on the new gear case designs for the VERADO.
For readers who are interested in gear case design for stern drives, I suggest reading my two-part article about Mercury Marine and its legal problems resulting from a law suit filed by a coalition of 24 boat builders, most of whom were using sterndrive propulsion units from Mercury. I give a rather good accounting of the legal problems as well as some history about the sterndrive propulsion market, where Mercury faced competition from OMC and Volvo-Penta. For readers interested in learning more about sterndrives, see
http://continuouswave.com/whaler/reference/history/brunswick.html
jimh posted 05-03-2011 10:16 PM ET (US)
Larry--You have introduced into our discussion of the new gear case designs for the powerful six-cylinder Mercury VERADO the new topic of a magazine article about completely different engines and different gear case designs. I don't know precisely which article you are referring to, but I have to point out that the BASS & WALLEYE BOAT magazine has ceased publishing. With regard to their "shootout" engine comparisons there has always been a great deal of controversy. The manner in which some of the magazine's tests were conducted caused some of the participating manufacturers to feel that the test conditions were not properly controlled and comparisons that were made were not always done fairly. While these out-of-print magazine tests are fertile ground and can be plowed over and over in hope of producing a new crop of outcomes, interpretations, and conclusions, I do not see them as binding on our discussion of the two new gear cases from Mercury Marine for their powerful Verado six-cylinder engines. Again, from what I can tell and from what I have read, the changes to the gear case design for the Mercury VERADO have tended to improve the reliability of the gear case.
sosmerc posted 05-06-2011 12:45 AM ET (US)
Clearly the weak link in the high horsepower Verado has been the gearcase. When Merc introduced the Verado it was showcasing quite a bit of new technology and it set a very high bar. I have heard and read many times that the Verado launch was very successful compared to past introductions of new models. Yet, with all the good news, clearly there have been "teething" problems dealing with the high torque these engines develop as well as numerous electronic glitches associated with the very advanced and technical electronic systems that Merc was first to introduce on these outboards.
So here we have a very complex advanced product that wasn't bad to start with, but Merc continues to make it better and stronger to remain competitive. Merc will not rest until they are the best. (did I really say that?)
L H G posted 05-06-2011 04:28 PM ET (US)
Perhaps Mercury's new gearcases are in anticipation of yet more powerful Verados. I'm sure the small 2.6 liter Verado block has room for more cubes, and therefore more HP.
Even though the performance 350SCi Verado has been out for several years, recreational 350's and 400's now seem to make sense. I've been seeing a lot of boats with triple 300 Verados, so twin lightweight (compared to those Yamaha monsters) Verado 400's could be a real cost saver in many respects.
jimh posted 05-06-2011 09:34 PM ET (US)
Perhaps Mercury's new gear cases are in anticipation of reducing warranty costs.
This is just speculation, like L H G's speculation, but with a different sort of thinking.
tom976 posted 05-09-2011 09:48 AM ET (US)
Maybe they watched Whale Wars and felt that they need to build it stronger if in event you have to get your RIB boat off the rocks..... :)
L H G posted 05-09-2011 02:34 PM ET (US)
The difference between thinking negative, or thinking positive.
Peter posted 05-09-2011 03:15 PM ET (US)
.....or fantasy and reality....
L H G posted 05-09-2011 04:37 PM ET (US)
Very good Peter, and I agree with you for a change. It is negative/fantasy that the Verado gearcase has been defective, and is also positive/reality that more powerful Verados are on the way.
I think Jim's problem is that he is confusing the inadequate gear case warranty problems, requiring a new design, BRP had with the 3.3 liter Ficht/Etec with the smooth shifting Verado gearcases.
jharrell posted 05-09-2011 05:37 PM ET (US)
I have to say it is quite amusing as a 3rd party to observe the confirmation bias jimh has for Evinrude and LHG has for Mercury, it like Yin and Yang, the eternal struggle.
Not that I am immune to it myself, as no one is truly objective, but easy to see in others posts.
jimh posted 05-09-2011 06:24 PM ET (US)
Bias against Mercury? Me? I have written glowingly about Mercury, whenever I have the opportunity. Good heavens, I was promoting the VERADO before Glen E saw one.
jimh posted 05-09-2011 08:37 PM ET (US)
L H G has selective memory. Let's go back to the gear case situation prior to the VERADO. As you may recall, Mercury hired German auto engineer Claus Bruestle from Porsche to take charge of their four-cycle outboard motor development program. Claus told this anecdote about his experience with Mercury outboard motor shift mechanisms during an interview he gave when the Verado motor was being introduced:

quote:
"When I joined Mercury, people were very nice to me and taught me how to drive and dock a boat. I remember one of my first experiences driving a boat, when I shifted and it made this great clunk. I said, "We are going to stop this—it sounds like a 1950s truck."
People said, "Why? It's always been that way."
I said, "Exactly."
I think this sums up the comparison of Mercury gear case design prior to the VERADO. And this is an accurate quote from the head of design for Mercury for the VERADO.

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Author	Topic: Mercury Re-Engineers VERADO Gear Case For Third Time
jimh	posted 05-02-2011 08:42 PM ET (US) Mercury Marine announced recently that they have re-engineered the gear case on their powerful six-cylinder VERADO outboard motors, giving the engine a stronger and heavier gear case. The new design is the standard now on most VERADO six-cylinder engines from 200-HP to 300-HP. This gear case is the third generation of gear case design for the VERADO engines. The diameter of the torpedo or round section of the gear case has been increased to 5.4-inch from 4.8-inch. The internal components are described as having been strengthened. The new gear case continues to use the existing line of Mercury propellers with the FLO-TORQ hub system. The gear ratio is 1.85:1 and the propeller shaft diameter remains 1.0-inch. For even heavier application, Mercury Marine is also introducing an even stronger gear case for special applications of the VERADO and denoted by the combination of "new" and "heavy-duty" as descriptors. This option is available only on certain models of VERADO, such as the 300-HP engine. The gear ratio is 1.75:1, and the gear case is designed for a 1.25-inch propeller shaft and solid hub propellers. The larger 1.25-inch prop shaft requires the use of Mercury Racing’s 1.25-inch solid propeller hub kit. This gear case is not compatible with the Flo Torq II shock-absorbing hub system. The original gear case design with 4.8-inch diameter torpedo is still available for use on particular engines where higher speed operation is contemplated, such as engines with 20-inch shaft length intended for smaller and lighter boats. The new gear case designs seem to go by the model designation POSEIDEN. It is said to be the third generation of gear case design to be used on the Mercury VERADO. Mercury explains the new designs as follows: "The 5.44-inch gearcase is a larger, more robust version of the 4.8-inch gearcase with strengthened internal components. It was designed primarily for markets which in recent years have been trending toward larger, heavier boats that venture farther offshore and experience rougher sea conditions." "The standard 4.8-inch Verado gearcase is the best choice for single-engine boat applications that exceed 55-MPH, including bass, freshwater multispecies, inshore flats and bay, and tri-toon boats. It is approximately 13-pounds lighter than the larger 5.44-inch gearcase and has a smaller hydrodynamic profile that ensures top performance on these boat types."
Binkster	posted 05-02-2011 09:56 PM ET (US) Mercury Verado owners are true pioneers, and the factory loves to use them for a test bed.
jimh	posted 05-02-2011 10:35 PM ET (US) It is too bad Mercury can't give some clear model designators to the gear cases. By my count we have: --the first generation gear case, presumably from the initial introduction of the VERADO --the second generation gear case, presumably changed sometime previously, and perhaps in connection with the redesign of the power head, often colloquially referred to as the VERADO GEN II, which is only denoted by the change in the cowling ornamentation --the third generation standard gear case with larger diameter, possibly called the POSEIDEN gear case, apparently mated to the VERADO GEN II power head and midsection, and --the third generation heavy duty gear case with 1.5-inch propeller shaft, apparently available on a limited number of the VERADO GEN II engines. That's four gear case designs and two distinctly different power head designs, but all sold as the VERADO. I think it would be handy if Mercury threw in some model designations to help users track all these changes. I don't have any information at the moment on when these new gear case designs will be rolled into production. We need to get the exact date of production change so we can make sense of the engine production dates. Also, it is not clear from any literature I have seen if the next-to-last digit in the Mercury Model Code Label will be changing as a result of the gear case changes. This information would be good to know.
L H G	posted 05-03-2011 05:39 PM ET (US) A large gearcase selection has always been a strong suit of Mercury and Mercury racing. I am happy to see them continuously spending the R & D to introduce new designs. They have been the leaders in this segment of outboarding propulsion for years (compare the gearcase and prop design of a 1962 Merc 1000 with a 1962 OMC and you'll see what I mean!) That's a sign of a company on the move and selling a LOT of Verados for many different uses and applications. For years, the 2.5 and 3.0 liter 2-strokes had the standard gearcase, and optional FleetMaster, TorqueMaster, Sportmaster and others. Then there are all of the various Bravo I, II & III gearcases for the I/O's. When the 3.3 liter Evinrude 225HO got killed by a 3.0 liter 225XS Optimax in a Bass and Walleye boats Shootout, one of the cries of foul by the Evinrude crowd was Mercury's superior gearcase design as compared to the old fashioned Evinrude design installed for the testing.
jimh	posted 05-03-2011 09:58 PM ET (US) Larry--I am not familiar with the differences in the design of gear cases from 50-years ago between Mercury and OMC. I am not sure how that affects the VERADO. You should consider writing a comprehensive article about Mercury Marine and how it has been the leader in every category of outboard engine design, manufacturing, and performance for the last 50 years. I think many readers would be interested in learning your thoughts on this. I am completely serious. With your experience and some fact-checking I am sure you could produce a beautiful article about the unmatched, unequalled, and unrivaled superiority of Mercury Marine in all phases of marine propulsion. I would be pleased to publish it here on the web. But my task here is much simpler, I just wanted to let people know about two new gear case designs from Mercury, joining the two prior designs, for the powerful six-cylinder VERADO engines. I am not able to go back 50 years in the past. I only have to go back to about 2004, a more modest seven years ago, and the introduction of the VERADO, and I can cover the four different gear case designs available. From what I have read briefly about the four different gear case designs used on the VERADO, it appears that the original design--I don't know how to describe this except to call it the original gear case on the original VERADO--was the fastest gear case, and all of the subsequent changes to the gear case design have been to increase reliability, not to increase speed. I have not seen any mention from either Mercury Marine or enthusiastic owners that any of the three more recently introduced gear case designs increased the speed potential.
jimh	posted 05-03-2011 10:05 PM ET (US) Larry--You have also introduced the topic of gear case design for stern drives. This topic is not particularly relevant for this thread. Here we are focused on the new gear case designs for the VERADO. For readers who are interested in gear case design for stern drives, I suggest reading my two-part article about Mercury Marine and its legal problems resulting from a law suit filed by a coalition of 24 boat builders, most of whom were using sterndrive propulsion units from Mercury. I give a rather good accounting of the legal problems as well as some history about the sterndrive propulsion market, where Mercury faced competition from OMC and Volvo-Penta. For readers interested in learning more about sterndrives, see http://continuouswave.com/whaler/reference/history/brunswick.html
jimh	posted 05-03-2011 10:16 PM ET (US) Larry--You have introduced into our discussion of the new gear case designs for the powerful six-cylinder Mercury VERADO the new topic of a magazine article about completely different engines and different gear case designs. I don't know precisely which article you are referring to, but I have to point out that the BASS & WALLEYE BOAT magazine has ceased publishing. With regard to their "shootout" engine comparisons there has always been a great deal of controversy. The manner in which some of the magazine's tests were conducted caused some of the participating manufacturers to feel that the test conditions were not properly controlled and comparisons that were made were not always done fairly. While these out-of-print magazine tests are fertile ground and can be plowed over and over in hope of producing a new crop of outcomes, interpretations, and conclusions, I do not see them as binding on our discussion of the two new gear cases from Mercury Marine for their powerful Verado six-cylinder engines. Again, from what I can tell and from what I have read, the changes to the gear case design for the Mercury VERADO have tended to improve the reliability of the gear case.
sosmerc	posted 05-06-2011 12:45 AM ET (US) Clearly the weak link in the high horsepower Verado has been the gearcase. When Merc introduced the Verado it was showcasing quite a bit of new technology and it set a very high bar. I have heard and read many times that the Verado launch was very successful compared to past introductions of new models. Yet, with all the good news, clearly there have been "teething" problems dealing with the high torque these engines develop as well as numerous electronic glitches associated with the very advanced and technical electronic systems that Merc was first to introduce on these outboards. So here we have a very complex advanced product that wasn't bad to start with, but Merc continues to make it better and stronger to remain competitive. Merc will not rest until they are the best. (did I really say that?)
L H G	posted 05-06-2011 04:28 PM ET (US) Perhaps Mercury's new gearcases are in anticipation of yet more powerful Verados. I'm sure the small 2.6 liter Verado block has room for more cubes, and therefore more HP. Even though the performance 350SCi Verado has been out for several years, recreational 350's and 400's now seem to make sense. I've been seeing a lot of boats with triple 300 Verados, so twin lightweight (compared to those Yamaha monsters) Verado 400's could be a real cost saver in many respects.
jimh	posted 05-06-2011 09:34 PM ET (US) Perhaps Mercury's new gear cases are in anticipation of reducing warranty costs. This is just speculation, like L H G's speculation, but with a different sort of thinking.
tom976	posted 05-09-2011 09:48 AM ET (US) Maybe they watched Whale Wars and felt that they need to build it stronger if in event you have to get your RIB boat off the rocks..... :)
L H G	posted 05-09-2011 02:34 PM ET (US) The difference between thinking negative, or thinking positive.
Peter	posted 05-09-2011 03:15 PM ET (US) .....or fantasy and reality....
L H G	posted 05-09-2011 04:37 PM ET (US) Very good Peter, and I agree with you for a change. It is negative/fantasy that the Verado gearcase has been defective, and is also positive/reality that more powerful Verados are on the way. I think Jim's problem is that he is confusing the inadequate gear case warranty problems, requiring a new design, BRP had with the 3.3 liter Ficht/Etec with the smooth shifting Verado gearcases.
jharrell	posted 05-09-2011 05:37 PM ET (US) I have to say it is quite amusing as a 3rd party to observe the confirmation bias jimh has for Evinrude and LHG has for Mercury, it like Yin and Yang, the eternal struggle. Not that I am immune to it myself, as no one is truly objective, but easy to see in others posts.
jimh	posted 05-09-2011 06:24 PM ET (US) Bias against Mercury? Me? I have written glowingly about Mercury, whenever I have the opportunity. Good heavens, I was promoting the VERADO before Glen E saw one.
jimh	posted 05-09-2011 08:37 PM ET (US) L H G has selective memory. Let's go back to the gear case situation prior to the VERADO. As you may recall, Mercury hired German auto engineer Claus Bruestle from Porsche to take charge of their four-cycle outboard motor development program. Claus told this anecdote about his experience with Mercury outboard motor shift mechanisms during an interview he gave when the Verado motor was being introduced: quote: "When I joined Mercury, people were very nice to me and taught me how to drive and dock a boat. I remember one of my first experiences driving a boat, when I shifted and it made this great clunk. I said, "We are going to stop this—it sounds like a 1950s truck." People said, "Why? It's always been that way." I said, "Exactly." I think this sums up the comparison of Mercury gear case design prior to the VERADO. And this is an accurate quote from the head of design for Mercury for the VERADO.