Evinrude E-TEC Range (November 2005)

words - Andrew Norton

Andrew Norton puts Bombardier's new selection of V4 and V6 Evinrude E-Tecs under the microscope at the recent Australian press launch on the Gold Coast

The stormy weather held off long enough at Surfers Paradise for Bombadier Recreational Products Australia (BRPA) to demonstrate its latest E-Tec offerings in mid-October. Thankfully it was the day after the ferocious hailstorm that hit parts of the Gold Coast and had BRP dealers scattering for cover!

On offer were the E-Tec 115, 150, 175 and High Output (HO) 200, as well as E-Tec 75 and 90s fitted to smaller hulls.

Twin E-Tec 75s fitted to a Stabi-Craft 609 HT showed their bottom-end torque - pushing a three-adult load, the twins ran out to 70.8kmh on 5500rpm. But with one engine tilted up, a single engine reached 51.5kmh at 5000 revs and maintained a clean plane on 4000 revs.

Test platforms included hulls from Attack Boats, Cruise Craft, Haines Hunter, Seafarer, Ally Craft, Tabs, Blue Fin and Stabi-Craft. All boats I tested were set up to perfection by BRPA.

All new models have the E-Tec mix of stratified and homogenous combustion, where below 1800 revs the fuel is injected via several short-duration sprays into a 'pocket' in the combustion chamber, giving an overall air/fuel ratio of about 40:1. Above 1800 revs, where substantially more torque is needed to plane the hull, injection switches to homogenous with an air/fuel ratio of about 25:1. Evinrude claims the engines are almost twice as lean as comparable EFI four-strokes. The fuel injection pressure varies between 36 and 50bar or 500 to 700psi, up from the 30bar or 400psi of Evinrude DI engines, successors to the Ficht range.

BRP has also released “I-Command”, a CAN-bus fuel management system with digital fuel-flow similar to Mercury Marine's SmartCraft system. I-Command is available on all E-Tec models from 115 to 250hp and brings BRP in line with Mercury Marine and Yamaha, whereas Honda, Suzuki and Tohatsu still don't have integrated fuel management systems.

Using I-Command on the media day showed that across the rev range E-Tec is still not quite as fuel efficient as the Orbital Combustion Process used in OptiMax and Tohatsu TLDI engines, most notably at Wide Open Throttle. All engines started instantly hot or cold but all engines emitted a slight oil smell for a few moments upon start-up. Only once was oil smoke visible from one of the engines.

BRP has also made changes to the E-Tec 60hp to improve performance from this big twin-cylinder engine. At about 3500 revs cooling water is injected via a solenoid-controlled valve into the exhaust manifold, improving scavenging by lowering exhaust gas temperatures. This works to increase midrange torque, which you need for quick planing, particularly when pusing a heavy load. However, the 60 wasn't available for testing at the media day.

E-TEC 200 & HO 200
BRP has taken the unusual step of releasing two different 200s, one an uprated version of the E-Tec 150/175 and the other, known as the HO or High Output 200, a de-rated version of the E-Tec 225/250. The 200 differs from its 150/175 counterparts in that a valve in the exhaust manifold controls exhaust gas pressures to improve midrange torque. The standard 200 will suit lightweight performance hulls; the HO 200 will be better suited to trailerable gameboats to seven metres.

Although BRPA didn't have a standard 200 available for testing, the HO 200 demonstration engine delivered the usual DFI two-stroke holeshot acceleration that among four-strokes only a Mercury Verado can match. It was noticeably quieter above 4000 revs than the OptiMax 200.

On a seven-metre centre-console Intercoastal 2300 from Attack Boats and pushing a five-adult load, the demo 200 planed the vessel at 32.2kmh on 3000 revs and cruised effortlessly at 51.0kmh on 4000 revs. The WOT average was 80.8kmh on 5200 revs and we could still talk normally at the helm. Through full-lock figure of eight turns at 4000 revs there was no prop ventilation.

HO 200
Engine type	Loop-charged DFI two-stroke
Cylinders	90 degree V6
HP @ revs	199.7 @ 5150
WOT rev range	4500-5800
Piston displacement	3279cc
Ignition system	Electronic engine management0
Charging circuit (amps)	133 w/voltage regulation
Fuel delivery	Single-stage DFI
Gear ratio	1.86:1
Longshaft weight	231kg
Extra long weight	238kg
Rec. retail	POA

E-TEC 175
Mid-range of the small displacement E-Tec V6 range, the 175 provides about five per cent more torque than its 150 counterpart and is best suited to lightweight hulls.

On a Cruise Craft 625 Outsider and pushing a three-adult load the demo 175 planed at 24.0kmh on 3400 revs and cruised very quietly at 42.0kmh on 4000rpm. The WOT average was 67.0kmh on 5500 revs and through full-lock figure of eight turns at 4000rpm, no prop ventilation occurred.

When I last tested a 625 it was powered by a Johnson four-stroke 200, which pushing the same passenger load, averaged 49.0kmh on 4000rpm and 78.9kmh on 6100 revs. But the much lighter weight of the E-Tec 175 on the transom dramatically improved fore and aft hull trim, especially with two hefty adults fishing aft.

E-TEC 150
At this stage in product releases there doesn't appear to be an E-Tec 135 on the horizon, whereas one was available in the DI range. This creates a gap between the 150 and its V4 115 counterpart, not only in power but in weight as the 150 is 14 per cent heavier.

Producing 310Nm of torque at 3500 revs, substantially more than its direct four-stroke competition, the 150 suits a wide range of hulls from lightweight bass boats to pocket gameboats up to about six metres.

On a side-console Haines Hunter Prostrike 490 and pushing a two-adult load the demo 150 was the maximum power for this hull and returned downright scary performance. It planed at 32.2kmh on 2400 revs and cruised at 49.9–72.5kmh on 3000 to 4000 revs. The WOT average was 93.4kmh on 5200 revs and through full-lock figure of eight turns at 4000 revs the hull virtually turned in its own length with incredible G-forces and no ventilation with the Raker prop fitted.

As is the case with high performance hulls at or near WOT most of the exhaust noise was left behind and at WOT we could talk quietly at the helm. And with such impressive holeshot acceleration, in my opinion the 150 was the perfect engine for this hull.

150/175/200
Engine type	Loop-charged DFI two-stroke
Cylinders	60 degree V6
HP @ revs	150: 150.1 @ 5000
HP @ revs	175: 175.6 @ 5000
HP @ revs	200: 199.7 @ 5000
WOT rev range	All 4750–5750
Piston displacement	2589cc
Ignition system	Electronic engine management0
Charging circuit (amps)	133 w/voltage regulation
Fuel delivery	Single-stage DFI
Gear ratio	1.86:1
Longshaft weight	190kg
Extra long weight	194kg
Rec. retail	POA

E-TEC 115
The only V4 in the E-Tec range, the 115 scores over much of its competition by having 13 per cent greater piston displacement (yet it weighs less the OptiMax) and the smoothness of four cylinders.

Trolling at 500 revs the 115 had lower vibration levels than the three-cylinder OptiMax 115 at 800 revs and is perfectly suited to the needs of freshwater anglers.

Across the entire rev range it's a beautifully smooth and quiet engine with noticeably lower harmonic vibration levels than the three-cylinder E-Tec 75/90 model.

On a five-metre TABS Marquis BR and pushing a four-adult load, the demo 115 planed at 32.2kmh on 3500 revs and despite the hull loading, cruised effortlessly at 45.1kmh on 4000 revs. The WOT average was 64.4kmh on 5500rpm, where we could talk normally at the helm.

E-TEC 115
Engine type	Loop-charged DFI two-stroke
Cylinders	60 degree V4
HP @ revs	115.3 @ 5000
WOT rev range	4500–5500
Piston displacement	1726cc
Ignition system	Electronic engine management0
Charging circuit (amps)	133 w/voltage regulation
Fuel delivery	Single-stage DFI
Longshaft gear ratio	2.0:1
Extra long gear ratio	2.25:1
Longshaft weight	167kg
Extra long weight	170kg
Rec. retail	POA

Published : Tuesday, 1 November 2005
Issue : November 2005

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