Motor: inline direct-injected two-stroke 3-cylinder, 1.9 liters / Power output: 115 H.O., 140 or 150 HP / Decreased Unit: 20″ or 25″ / Ideal fuel financial state: (Critical West 203) 12.5 mpg at 1,000 rpm / Steering: mechanical cable, exterior hydraulic, digital electrical power steering or tiller / Oil tank: 1.9 gallons, very good for 50-60 hours / Routine maintenance interval: Five yrs or 500 hrs.

If you, like me, get pleasure from nerding out on outboard motors, then prepare to indulge your inner maritime-propulsion geek with this information of Evinrude’s new 150-horsepower E-TEC G2. With outboards, they are really significantly all trustworthy these times. And horsepower is horsepower (except if you are dishonest it a little bit, which I’ll get to). So what is actually the huge deal with this new a few-cylinder?

Nicely, how about 12.5 miles for each gallon? Confident, that is at six miles for each hour or so, but boats spend most of their time (40 percent) at idle, and 12 mpg would make this the Prius of outboards. The G2’s upkeep timetable is also not like everything else on the h2o: five several years or 500 hours concerning tuneups. Since this is a two-stroke, you you should not even do oil changes, and the onboard 1.9 gallon tank is fantastic for 50 to 60 hours.

I would probably acquire an E-TEC for the absence of servicing alone. In point, I did. I have a 2009 G1 150, which visits the supplier every three years or 300 several hours, and it runs like a champ. It can fog its cylinders and winterize alone. But the one this it’s lacking is this new engine’s oh-so-sweet 12 mpg.

E-TEC engines are all about simplicity: no oil changes, scarcely any servicing, great gas economic system.

Also, in the situation of the sleds, that trick is created to conserve body weight, and the outboards are previously lighter than just about anything at all else. My G1—a 2.6-liter V6—is so mild that it really screwed up my boat’s fat distribution, which was built with a considerably heavier Suzuki in thoughts. If the boat is likely to sit at a dock for a even though, I throw a sandbag on the transom to make certain drinking water drains to the stern.

Steering alternatives include electronic electrical power steering (shown), handbook cable, hydraulic or tiller.

Ezra Dyer

But again the the new G2. It will come in 115 HP large-output, 140 horsepower and 150 horsepower flavors. The 115 H.O. and 140 are differentiated mostly by tuning, even though the 150 enjoys a trick piece of excess hardware: the RAVE, or Rotax Adjustable Valve Exhaust. This is an electronically managed blade on the exhaust port that allows variable exhaust port timing and variable compression. The actuality that the 150 expected the RAVE valve to hit its power rating is a clue that this 150 is truthfully at about 150 horsepower, as opposed to, say, my old 150 V6, which cheated the 10-p.c allowable variation on horsepower scores for all it was well worth.

Nevertheless, in Evinrude’s screening on a Important West 203, the G2 150 outran the similar boat with a Yamaha 150 by 3.5 mph at cruise speed when finding 17 to 20 p.c superior gasoline financial state. Prime speed was virtually equivalent, with the ETEC proclaiming 48.3 mph to the Yamaha’s 47.7 mph.


Now let us delve into that cruise pace big difference. That comes down to the two-stroke’s monster midrange ability. In simple fact, Evinrude pointed out (or admitted?) that its 225 H.O. motor basically helps make 265 horsepower. How is that legal? Due to the fact it does it at 4,500 rpm and the formal engine horsepower is rated at 5,500 or 6,000 rpm. So you have this terrific midrange acceleration and an simple time managing at cruise pace even when your boat’s all loaded up.

The three-cylinder G2 undoubtedly isn’t as punchy as the V6 150, but supplied the fuel economic climate and drastic sound reduction, I consider it is extra than a honest trade. Incidentally, at 1,000 rpm the Yamaha is acquiring 6.1 mpg to the Evinride’s 12.5 mpg. Fishermen choose observe of how that could possibly impact a weekend of trolling.

Presented the likelihood of tightening emissions specifications, higher fuel price ranges or both equally, it looks like a canny go to emphasis on fuel economic system for the mainstream runabout engines. Evinrude says that the new three-cylinder is so thrifty and cleanse that it likely wouldn’t need a catalytic converter when all people else would.

Evinrude still provides the 150 horsepower G1, so if my motor blows up I could just swap on a new just one that is a immediate replacement. But the new G2 150 would be an intriguing possibility. Fifty percent the cylinders, even significantly less upkeep, better gas economic climate. Now all they will need is a substantial-output variation.

Considerably less is a lot more, but I continue to want additional, much too.

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