This article is a collection of several previously published articles on the model year changes in Evinrude E-TEC engines, as well as some completely new material not previously available.
The 15 to 30-HP models have a new flywheel design. The center hub taper is changed to improve the fit to the crankshaft; the center hub thickness is increased to improve durability; and the ring gear clearance on electric start models is moved upwards to increase clearance between the starter bendix and the ring gear.
The 15 to 30-HP models have a new crankshaft. It has been changed to fit the new flywheels (above).
The overboard indicator plug and nozzle assembly has been improved to allow better retention of the overboard indicator nozzle in the exhaust grommet.
All 2012 models have new trim sending units. The new units contain an internal thermal circuit breaker. The circuit breaker interrupts current through the trim sending unit if an excessive electrical current flows. (This can occur if there is a loose ground connection in the starter circuit.)
The fuel primer bulbs, portable fuel tanks, and gas caps have been revised to comply with EPA 2012 regulations for evaporative emissions.
The oil cap for the under-cowling oil reservoir tanks has been redesigned. The new vent is designed to help prevent oil from leaking from the reservoir when the engine is tilted up.
The drive gear on the electric starter motor has a new retaining nut and spring. This improves the durability of the starter and also makes for more common service on the 15 to 65-HP models.
All 40 to 65-HP models use a new throttle body assembly with a nickel-plated throttle valve. This improves durability and corrosion resistance. The new throttle valve is recognized by its silver appearance; the old one was gold.
The exhaust housing on 40 to 65-HP models has been changed to include retainer tabs for tie-straps used to route wiring harnesses.
The lower engine covers on 115 to 200-HP 60° models were changed to include new fasteners that reduce the risk for cracking the cover during removal or installation.
On 115 to 300-HP models the oil pressure sensor is now retained with a new clamp.
On 200 to 300-HP 90° V6 models the oil recirculation hoses have been changed to blue hoses from black hoses.
On the 250 to 300-HP 90° 3.4-liter models the rear oiling system has changed. A new rear oil pump replaced the rear oil manifold. The pump is a positive displacement pump and supplies oil to each piston. New EMM software is required to operate this pump; the pump cannot be re-fitted to older engines.
On 200 to 300-HP 90° V6 models the shift switch has been relocated to the cylinder and crankcase from the linkage. This improves the operation of the switch. This switch is not installed on models with ICON remote control.
On 250 to 300-HP 90° V6 3.4-liter models the cooling water hose from the vapor separator is routed to the exhaust emission test port of the exhaust adapter, instead of to the exhaust adapter. This improves water pressure in the powerhead and adds cooling water flow to the propeller hub.
On 200 to 300-HP 90° V6 models the power head has been changed:
On all 225 to 300-HP models the M2 gear case replaces the L2 gear cas. The M2 gear case contains larger gears for improved durability. The front water inlets provide additional cooling water for the power head. Water pressure can rise to as high as 40-PSI or more.
On the 115 to 300-HP models the exhaust grommet has been strengthened with new ribs to provide better retention of the overboard indicator hose.
On all 40 to 300-HP models the fuel rails are constructed with three-layer material. This change was needed to meet EPA requirements on evaporative emissions.
Knock sensors have been added to the 200 H.O through 250-HP 3.3-liter V6 90-degree engines for model year 2010. There are two sensors, one on each cylinder head bank. The knock sensor is typically located adjacent to the fuel injector of the middle cylinder on the bank.
The knock sensors detect knock (or pre-detonation) in the combustion chamber and also determine which cylinder has the knock. When knock occurs, the sensor notifies the EMM. The EMM responds by altering the fuel mixture for that cylinder and by adjusting ignition timing for that cylinder. This usually suppresses the knock condition. The amount of time (in seconds) that a knock condition was present for each cylinder is recorded into the engine history profile.
If the knock condition persists even after the fuel mixture and ignition timing have been altered, the EMM branches into S.A.F.E. mode, and the warning system sounds an alarm and activates the CHECK ENGINE lamp. A service code indicating which cylinder has excessive knock is also stored in the engine history.
The knock sensors are acoustic sensors that are tuned for particular frequencies associated with engine knock. As a result, it is possible that they could detect an acoustic sound which is similar to an engine knock, but caused by other influences. For example, loose hardware in the engine mounting or steering system could produce a false indication of engine knock. A loose propeller or a damaged propeller could also produce a false indication. Other causes of false knock conditions could be due to interference from other electronic devices mounted close to the motor, such as a powerful SONAR. An engine which has been run out of fuel may also record a knock condition. Obviously the EMM cannot make alteration to the engine to suppress false indications like these, so they may result in the engine going into S.A.F.E mode when no knock condition is actually present in the engine combustion chambers. Viewing the engine history file will show a profile of engine knock time per cylinder. The total knock time per cylinder in seconds is shown. In the illustration (below) the knock history for my 2010 E-TEC 225-HP engine is shown at 54-hours 8-minutes 58-seconds of running time. There has been a total knock time of 912 seconds out of 194,938 seconds of running time, or 0.5-percent of total operating time. There are zero stored fault codes for knock, so in every occurrence of a knock condition the EMM was able to eliminate the knock by altering the ignition time and fuel mixture. In normal operation, an E-TEC engine should operate with a knock condition for "a very little time."
Diagnostic Software version 4.2 is needed for engines with knock sensors.
Diagnostic software presentation of knock percentage.
The trim limit rod changed to a threaded retainer design with stainless steel nuts from a clip retainer design. The new design improves the stability of the mid-section, improves durability of the trim rollers, stern bracket, and swivel bracket.
The corrosion protection on the propeller shaft bearing housing has been changed to an Electro-Ceramic Coating (EC-Squared or EC2) from an Electro-Deposition Coating (EDP). Electro-Ceramic Coating uses an electrical process to apply a very thin film of ceramic material to aluminum parts. Electro-Ceramic Coating produces superior corrosion protection. Parts with Electro-Ceramic Coating appear white or gray in color.
The O-ring used on the drive shaft bearing has changed to a new part. The new O-ring is made of VITON, is brown in color, has increased thickness, and has increased durometer.
The water plate, a casting located in the upper inner exhaust housing, changed to a new design to eliminate the exhaust and propeller hub cooling water hole. The new design increases water pressure and improves power head cooling. An external water hose now supplies water to the exhaust and propeller hub. The external water hose supply can be seen on the aft face of the main casting of the power head, just below the "V6" cast-in emblem.
All new electronic remote throttle and shift controls, called ICON Controls, are introduced and are available on selected models of 250-HP and 300-HP engines. There are also kits available for retro-fit of the ICON controls onto 2008 through 2010 model year E-TEC engines of 150-HP or higher. An article in the REFERENCE section gives more information about my installation of Evinrude ICON Controls for E-TEC on my own boat. A second article describes the ICON Control system in detail and explains the several component modules.
Evinrude is celebrating 2009 as its centennial year. Their direct-injection E-TEC outboards are now available in 110 models from 25-HP to 300-HP, with seven new models introduced in the 115-HP to 130-HP range.
The twenty-four new models introduced for 2009 are:
The new V4 motors feature light weight, low maintenance, and quiet operation. They are also capable of very low speed operation, which is useful for low speed trolling and also helps maneuvering near the dock. The exhaust system of these engines includes a computer-controlled valve. The valve tunes the length of the exhaust path to optimize engine performance. Low speed torque and high speed horsepower are both improved.
The following improvements apply to all models in 2009.
Spark plugs are now iridium to improve performance and reduce maintenance.
Spark generation has been improved by a new inductive discharge technique. The inductive discharge ignition was seen in the 2008 90-HP motor, and now is applied to all horsepower ranges in 2009 model year engines (and newer).
For many years outboard motors have used a capacitor discharge ignition. In that approach a capacitor stores electrical energy, and a solid-state device very briefly connects the capacitor to the spark coil to fire the plug. In an inductive discharge ignition, the spark coil primary is supplied with current most all the time, building up stored energy in the magnetic field around the coil. To fire the plug the current to the primary is momentarily interrupted. The magnetic field suddenly collapses, creating a very strong and long-lasting spark discharge in the spark plug. The benefit of the inductive discharge ignition is that the duration of the spark is longer. This helps to better ignite the fuel-air mixture in the cylinder, particularly when the mixture is somewhat lean.
In the past, a plug operating with capacitor discharge ignition was programmed to fire several times in rapid sequence to enhance fuel-air mixture ignition. This multiple firing tended to wear out the spark plugs. The inductive discharge should improve spark plug life as well as give better performance.
Improved fuel injectors are used in all models. There was a significant change in the design of the fuel injectors on the E-TEC outboard engine in model year 2008. In model-year 2008 the fuel injector design was changed to what is called the ball-in-plunger or BIP fuel injector design. The "ball-in-plunger" refers to some internal changes in the injector design which added or modified some check valves. In addition to the mechanical internal changes, the new injectors also have more coefficients. There are 33 coefficients associated with a BIP injector.
In 2008 the BIP injector was used on certain models of the E-TEC. By 2009 the BIP injector was used on all models of the E-TEC.
The BIP injector can be visually recognized by its shape. The BIP injector shape is more oval; the older injectors are round. The word "E-TEC" is cast into the top of the housing.
Engine block cylinder sleeves have been redesigned for better performance and longer life.
Exhaust housings are re-designed and now cast with a lost-foam technique.
New centennial year graphics are used on cowlings.
The model-year 2009 cowling graphics included the 100-year centennial identifier.
Integration of NMEA-2000 into the engine management module was expanded to include engines of 40-HP to 300-HP. Prior to model year 2008, NMEA-2000 was only available on engines of 115-HP to 300-HP. More information about NMEA-2000 and the E-TEC appears in the REFERENCE section article on that topic.
Improved fuel injectors are used in selected models. The "ball-in-plunger" refers to some internal changes in the injector design which added or modified some check valves. In addition to the mechanical internal changes, the new injectors also have more coefficients. There are 33 coefficients associated with a BIP injector. The BIP injector can be visually recognized by its shape. The BIP injector shape is more oval; the older injectors are round. The word "E-TEC" is cast into the top of the housing.
The arrangement of components under the cowling, particularly the spark coils, has been changed.
In model-year 2008 several changes were introduced into the oil system of the E-TEC engines. Some of these changes were incorporated in certain engines in the 2007 model year, some changes were rolled into producting during the 2008 model year.
Oil is no longer mixed into the engine fuel supply. The distribution of oil to the fuel hose via a check valve was eliminated on the following schedule:
An additional oil distribution rear manifold was introduced in 2007 on some models and added in 2008 to other models according to the schedule below. The new rear distribution manifold supplies oil to the pistons and cylinders via six additional oil lines and then via machined passages in the cylinder and crankcase assembly.
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