The first Johnson 250 was a V-eight, originally rated at 300hp, then down to 275 and finally 250. With its massive 4.0lt powerhead it had tons of torque, and the 300hp version (tiller-steered!), was used successfully by US Armed Forces on 9.0m inflatable assault craft in the '90-'91 Gulf War.

The trouble is, it was a damned heavy (and thirsty) motor that weighed 252kg in extra-long form and only really suited trailerable boats upwards of 7.0m. With the popularity of sterndrives in boats of this size range in the US, the motor failed to sell as well as OMC (Evinrude/Johnson) had expected. As it was substantially more expensive to manufacture than the V-six models it was withdrawn from sale in 1997.

The demise of this motor left OMC with a 'hole' at its top-end, especially as Mercury Marine (Mariner/Mercury) had an EFI V-six 250. But like so many outboards in Mercury Marine's stable, the 250 was still fairly heavy for its output and in extra-long form weighed 224kg.

Enter the High Performance 250 late last year, based on the proven Johnson 225 but uprated by fitting larger carbie jets and raising the WOT revs up 200 from 5500 for the 225. The result was a motor that weighed no more than the 225, yet was rated to the full 250 horses!

As of April my local OMC dealer, Hirecraft Marine of Toronto (NSW), had sold a couple of these motors and the one I tested was mounted on a 5.9m Seafarer Vermont. Spinning a 22-inch pitch Raker prop, the 250 was brilliantly matched to this well-designed hull.

Pushing an estimated total of 1500kg, including three adults, over a 30cm chop the Vermont planed cleanly at around 35kmh on 2200 revs. The standard 'Fastrak' power trim and tilt system worked well with the sheer grunt of this motor to get us quickly out of the hole.

As only a big two-stroke can, whether carbie or injected, the 250 cruised effortlessly at 68kmh on 4000 revs consuming 65lt/hr.

Above 4000 revs the 250 really came alive and when the throttle was 'floored' literally threw us back in our seats, with the third person aboard hanging onto the cockpit table for his life! At WOT we averaged 92kmh on 5400 revs consuming 110lt/hr, a fair amount of juice by most trailerboaters' standards.

According to Hirecraft Marine, one-up and on calm water this rig did almost 97kmh on 5800 revs pretty damn good for a 20-footer capable of comfortably sleeping two adults. Surprisingly for a cupped stainless steel prop, there was a bit of prop ventilation in hard-over turns above 4500 revs, but in normal usage ventilation is unlikely to occur.

With its 'Quikstart' electronic ignition timing advance, the 250 started instantly from cold and for a fixed-ratio two-stroke emitted very little oil smoke. At all speeds the pilot water discharge was clearly visible, and providing the anti-ventilation plate was kept immersed, no cooling water starvation occurred. The massive prop pitch gave plenty of manoeuvrability at low speeds.

Vibration levels were low across the entire rev range with noise levels only becoming intrusive over 4500 revs where the 250 had an exhaust note 'howl' very similar to a Merc V-six, a noise I have to admit fits the image of this very quick point-to-point boat!

Servicing is straightforward with recommended intervals at 100 operating hours or annually after the first 20 hours or three months. The waterpump impeller should be changed once a year.

With its four carbies and six throats, the Johnson 250 obviously won't comply with the upcoming US EPA 2006 emission stipulations. And with its fixed 60:1 ratio OMS (Oil Management System) it's not the motor for extended trolling periods, unlike the Evinrude FICHT 225.

But in the twilight years of big carbie two-strokes it's a great motor for performance boaties who want brilliant top-end performance and are prepared to pay the higher fuel and oil usage costs.

So my advice is that if you're prepared to pay for the privilege of such performance, then what are you waiting for?