E-TEC G1-G2 Comparison at 200-HP

[jimh]

The Evinrude E-TEC product line now has four different engines available at the 200-HP level. I will summarize the four models and compare their features. Weight comparisons are based on 25-inch shaft models. All G2 models mentioned below have Dynamic Power Steering, the innovative integral hydraulic steering actuator with power boost.

E-TEC 200-HP MODELS

Legacy E-TEC or G1 Small Block, 2.6-liter, 433-lbs
The legacy small block E-TEC or perhaps now the G1 small block E-TEC uses a 2.6-liter 60-degree V6 block. The engine block design was in use for many years with carburetor induction, before being adapted to the direct-injection methods used in the E-TEC family. This engine weighs 433-lbs. The engine was initially designed for mechanical throttle and shift controls, but was later re-fitted for the ICON EST (electronic shift and throttle) controls. I don't think there is much weigh variation in the ICON EST versions, as the removal of several mechanical components, their associated cables, and the multi-wire engine wiring harness probably takes off more weight than is added by the new assembly with servo motors and the single small cable that controls it. Gear ratio is 1.85:1.



Full specifications at http://www.evinrude.com/content/dam/evinrude/Global/MY2017/Documents/Spec-PDFs/PY17-Ev-Specs_G1_200hp.pdf

Legacy E-TEC or G1 Large Block, 3.3-liter, 524-lbs
The legacy E-TEC or perhaps now the G1 E-TEC uses a 3.3-liter 90-degree V6 block. The engine block design was in use for many years, before being adapted to the direct-injection methods used with the E-TEC family. This engine is given the model designator 200 H.O. to differentiate it from a smaller displacement version (above). The engine weighs 524-lbs, or 91-lbs more than the small block engine. It was initially designed for mechanical throttle and shift controls, but was later re-fitted for the ICON EST (electronic shift and throttle) controls. I don't think there is much weigh variation in the ICON EST versions, as the removal of several mechanical components, their associated cables, and the multi-wire engine wiring harness probably takes off more weight than is added by the new assembly with servo motors and the single small cable that controls it. Gear ratio is 1.85:1.



Full specifications at http://www.evinrude.com/content/dam/evinrude/Global/MY2017/Documents/Spec-PDFs/PY17-Ev-Specs_G1_200H.O..pdf

Newest E-TEC G2 2.7-liter, 541-lbs
The newest model, introduced in Summer 2016, uses a 2.7-liter 66-degree V6 block. The engine block is a new design, developed for this application, and it uses mirrored-bank layout. The control system uses the ICON II EST system, and no mechanical controls are available. The engine also includes an innovative engine mounting system that provides its own, integral, hydraulic steering actuator called Dynamic Power Steering (DPS). This eliminates the added external weight of the typical SeaStar center-mount hydraulic steering actuator. And the engine includes an electrically-operated steering boost pump, all contained in the mount. Again, this eliminates the external weight of an electrically operated hydraulic boost pump, several hoses, the fittings to connect together the external actuator and the boost pump, and the electrical cables to run the system. With those weight savings in mind, the engine weighs 541-lbs. This is actually 17-lbs more than the G1 large block, but the legacy engine has none of the integral steering features. Gear ratio is 2.17:1.



Full specification at
http://www.evinrude.com/content/dam/evinrude/United-States/Documents/Spec%20Sheets/Evinrude_Specs_200HP_G2_020317.pdf

Newer E-TEC G2 3.4-liter, 558-lbs
The new G2 engine was introduced in June 2014 and uses a 3.4-liter 74-degree V6 block of completely new design. This engine is given the model designator 200 H.O. to differentiate if from the smaller displacement version (above). Unlike all the other engines discussed here, this V6 does not use a mirror-block design. Instead a starboard-starboard block design is used, that is, the same layout of the cylinder ports is repeated on each side instead of being mirror or flipped. This control system was designed around electronic shift and throttle actuators. It uses the ICON II EST system, and no mechanical controls are available. The engine also includes an innovative engine mounting system that provides its own, integral, hydraulic steering actuator called Dynamic Power Steering (DPS). This eliminates the added external weight of the typical SeaStar center-mount hydraulic steering actuator. And the engine includes an electrically-operated steering boost pump, all contained in the mount. Again, this eliminates the external weight of an electrically operated hydraulic boost pump, several hoses, the fittings to connect together the external actuator and the boost pump, and the electrical cables to run the system. With those weight savings in mind, the engine weighs 558-lbs. This is 34-lbs more than the G1 large block, but the legacy engine has none of the integral steering features. Gear ratio 1.85:1



Full specifications at
http://www.evinrude.com/content/dam/evinrude/Global/MY2017/Documents/Spec-PDFs/PY17-Ev-Specs_G2_200H.O..pdf

SOME COMPARISONS
In the evolution for G1 to G2, the displacement has increased. For the small block engines, displacement increased to 2.7-liter from 2.6-liter. In the large block engines, displacement increased to 3.4-liter from 3.3-liter. (Note that a 3.4-liter variant of the G1 was available in the 250 to 300-HP models.) The G2 engines use new block designs, based on 66-degree and 74-degree, compared to the G1 designs using 60-degree and 90-degree V-blocks.

In this comparison of four 200-HP models, we see the weight varying from 433-lbs to 558-lbs, a gain of 125-lbs to heaviest from lightest. The progression is

G1 200 = 433-lbs
G1 200 H.O. = 524-lbs
G2 200 = 541-lbs
G2 200 H.O. = 558-lbs

The advantage of the G2 engines over the G1 models is apparent in several areas:

--the fuel economy of the G2 is improved compared to G1

--the exhaust emissions of the G2 are lower than the G1

--higher torque is available over a wider engine RPM band in G2 compared to G1

[jimh]

Considering the above four models of E-TEC engine on the basis of weight, the 433-lbs of the E-TEC G1 200 (the 2.6-liter 60-degree V6) seems to stand out as an excellent engine to use for re-powering of older boats like classic-era Boston Whaler OUTRAGE hulls, whose hulls were designed in an era of lighter-weight two-stroke-power-cycle engines.

The G2 E-TEC engines in either the 2.7-liter or 3.4-liter are both heavier than the G1 3.3-liter 90-degree V6 block engine, although the difference is not huge. If comparing the large-block G1 and G2, the weight difference amounts to 34-lbs, but much of that can be attributed to three elements provided by the G2 which would have to be added to a G1:

--the hydraulic steering actuator, internal on G2 but external on G1
--the electric-hydraulic boost pump, internal of G2 but external on G1
--equivalent engine set-back distance, part of the mount on G2 but external on G1

I believe that if you compare a G1 with the added weights of the steering actuator, a boost pump, and a small set-back bracket, the total weight of the G1 would be equal or greater than the G2.

All the G2 engines use ICON II EST, but on the small-block G2 models you can get 150-HP class engines without the integral power steering, and those engines weigh 507-lbs, or a weight saving of 34-lbs.

[jimh]

RUMORS ABOUT DISCONTINUED G1 MODELS

A well-known dealer has posted to ETECOWNERSGROUP web forum that a number of E-TEC G1 models may be still be ordered, with a discount, in preparation for what seems like end-of-life production for them, ending probably sometime this summer with the changeover to production-year 2018 engines. The list includes many E-TEC G1 engines in the 150-HP to 225-HP range.

If you were thinking about re-powering with the lighter E-TEC G1 engines in the 150-to-225-HP range, ordering one now would probably be prudent. Buying now may result in a cost savings, and the engines could very likely be out of production in six months.

[jimh]

For more information on the initial reveal of the E-TEC G2 large block, see the extensive coverage given at the time in the old forum at:

http://continuouswave.com/ubb/Forum1/HTML/022663.html

For more information on the initial reveal of the E-TEC G2 small block, see the coverage given at the time in the new forum at

http://continuouswave.com/forum/viewtopic.php?f=4&t=889&p=6921

[jimh]

Regarding the status of the Evinrude E-TEC G1 engines, production of those models has been being phased out in steps. The first E-TEC G1 engines to have end-of-life production were the larger displacement 3.4-liter V6 90-degree engines, usually the 300-HP or 250 H.O. models. Next came many models in the G1 3.3-liter series that were available with electronic shift and throttle (EST) controls. Their production was also discontinued. Most recently there was reasonably good information that an even larger number of the E-TEC G1 3.3-liter models would cease to be produced in the near future.

[jimh]

I just became aware that In November 2016, Evinrude added several new models in the E-TEC G2 2.7-liter V6 series, and began to offer engines at 175-HP and 200-HP with the TRAC+ mount option. The TRAC+ mount removes the integral hydraulic steering unit from the mount, and the engines must use conventional, externally-mounted hydraulic steering actuators. As a result, the weight is reduced. To make a better comparison of weights at the 175-HP and 200-HP engines, the option of the TRAC+ midsection should be considered on those engines. To help understand the weights of the E-TEC G2 2.7-liter engines, I list the many options and their weights below for the 200-HP engine (and I assume the same weights apply to the 175-HP model, too):

20-inch shaft engines, standard rotation:
--with remote steering (TRAC midsection) = 496-lbs (e); model C200PL
--with Dynamic Power Steering (DPS) = 530-lbs (a); model C200FL

25-inch shaft engines, standard rotation:
--with remote steering (TRAC midsection) = 507-lbs (f); model C200PX
--with integrated hydraulic steering = 528-lbs (d); model C200XO
--with Dynamic Power Steering (DPS) = 541-lbs (b); model C200FX

25-inch shaft engines, counter rotation:
--with remote steering = 507-lbs (g); model C200PXC
--with integrated hydraulic steering = 533-lbs (c); model C200XC

The letter in parenthesis refer to notes on the specification sheet for the 200-HP engine.

Comparing weights at 25-inch shaft length, the lightest 200-HP model is the C200PX with the TRAC midsection which uses conventional external hydraulic steering actuators, and weighs 507-lbs. Going to integral hydraulic steering results in 528-lbs weight. Advancing to Dynamic Power Steering gives 541-lbs. From this we can deduce that the integral hydraulic steering adds 21-lbs. The power boost option adds 13-lbs more.

[jimh]

Decoding E-TEC G2 Model Designations

First Letter: Engine Family Identification:
A = alternate feature
C = 66-degree V6 G2 model
E = 74-degree V6 G2 model

Three digits: Engine Horsepower:

150 = 150-HP, and so on

Two Letters: Design Features, then Shaft Length:
C = counter-rotation gear case
F = Dynamic Power Steering (DPS)
H = High Output model
O = Integrated Hydraulic Steering (IHS)
P = Remote steering with TRAC+ midsection
U = 300-HP with Water Valve
--usually followed with--
L = 20-inch shaft
X = 25-inch shaft
Z = 30-inch shaft
(except if Design Feature is "O", then shaft length letter is first)

Two Letters: Model Identification
AA = First major variant
AB = Second major variant
AF = Third major variant
AG = Fourth major variant, then continues through alphabet, AG, AH, AI, etc.

One Letter: Model Revision
A = First revision
B = Second revision, and then continues through alphabet, C, D E, etc.

To demonstrate the following model designators are decoded:

C200PX: a 66-degree V6 G2 engine, 200-HP, remote steering, and 25-inch shaft

C200XO: a 66-degree V6 G2 engine, 200-HP, 25-inch shaft, integrated hydraulic steering

[peteinsf]

I found this comparison video where the top speed was similar but MPG was way better on the G2...

https://www.tradeboats.com.au/tradeaboat-reviews/engines/1605/video-evinrude-e-tec-200-g1-vs-g2

[jimh]

PETEINSF--thanks for the pointer to the comparison testing. Indeed, the E-TEC G2 in those tests shows very impressive improvement in fuel economy compared to the E-TEC G1. Having replaced a convention carburetor two-stroke-power-cycle outboard engine with a direct-injection E-TEC G1 engine, I found similar results: a dramatic improvement in fuel economy with the E-TEC G1 compared to the old engine. That even greater fuel economy can be obtained with the E-TEC G2 is impressive.

Unfortunately, I just bought some gasoline at US-$1.44/gallon, and, at that price, it will take me about 20 years to save enough on gasoline to make me want to buy a more an engine that is even efficient than my E-TEC G1. When I was buying gasoline for about US-$6/gallon a few years ago, the financial motivation for improved fuel economy was much stronger. But, even in an era of very low cost for gasoline fuel, the attraction of improved fuel economy is strong. And the G2 models certainly seem to deliver improved fuel economy.

In general, regarding the improvements in the G2 E-TEC engine, we see that simultaneously the G2 E-TEC delivers:

--cleaner combustion, thus lower exhaust emission
--more complete combustion, thus more energy extracted from the fuel, in turn producing more power from the engine, and
--improved mile-per-gallon fuel economy

The G2 combustion chamber modeling and direct injection have given a WIN-WIN-WIN outcome.