CAPTAIN’S REPORT: BoatTest.com Reviews New Evinrude E-TEC G2 250 H.O.
Evinrude’s new second generation of the E-TEC engines are all new from the top of their distinctive shroud to the skeg on the bottom of its sleek torpedo. It is the first 2-stroke block specifically designed for direct fuel injection, the result of which is up to 15% better fuel consumption than the competition, according to the company. The engine is said to have 20% better torque than all other engines in class. It also has a new trim system, digital integration with gauges, a sleek SLX gear case. Significantly, there is no scheduled maintenance for 5-years or 500 hour. But these details are only a small part of Evinrude’s new revolutionary design.
Evinrude believes that the outboard engine on the back of the boat should look as good as the boat itself. For that reason, they offer 5 standard panel colors, 14 accent decal options, creating over 400 color combinations to integrate the engine with your boat, and exclusive colors to specifically match the hull color of partner boat builders.
All New. This is a brand new engine from the top of its innovative and stylish shroud to its cambered skeg. Because it is so new, Evinrude has been able to incorporate not only the latest technology but also the experience that it has gained over the last 10 years since introducing the Evinrude E-TEC engines in 2004. The result is a very different engine from even the Evinrude E-TEC engines introduced by BRP in 2004.
The E-TEC G2 Platform Range. The new Evinrude E-TEC G2 250 H.O. is one of six new models of the E-TEC G2 Series that ranges from 200 H.O. to 300 HP. High Output versions are available for the 200, 225 and 250-hp models.
This report focuses on the Evinrude E-TEC G2 250 H.O. model. We count over two dozen noteworthy features on this all-new outboard which we have bundled into three main categories. They are as follows—
- 2-stroke direct injection
- New combustion chamber design
- Large anti-cavitation plate
- Cambered skeg
- Larger prop clearance
- High output
- Vapor separator
- Water-cooled EMM
- Titanium oxide anti-corrosion coating
- Starboard-starboard engine design
- More robust gear case
- Larger tilt shaft assembly
- Internal steering integrated hydraulic steering
- Magneto Beltless Alternator
- Visible gear oil reservoir
- Internal engine oil reservoir
- Increased 81-degree tilt range– out of the water
- Integrated steering — integrated hydraulic and Dynamic Power
- Integrated digital shift and throttle
- Customizable shroud design
- Auto winterization
- No break-in period
- No-oil get-home feature
- 133 Amps, 50 for ship’s systems, idle 14 Amps
2-Stroke Power – Better than Ever Before
Thanks largely to Evinrude which has stayed on the course of direct-injection 2-stroke outboard architecture, 2-stroke engines are seeing a renaissance and the Evinrude E-TEC G2 engines are leading the way. The basic advantages of 2-stroke engines are—
1. High torque at the low rpm range because every stroke is a power stroke. Bass fishermen like this because of the advantage it gives them in tournaments. Sportboat owners like it because it has the muscle to pull skiers up on plane fast. Pontoon boat owners like it because these boats need lots of low-end torque to get moving because of minimal horizontal running surface. Owners of very small boats such as inflatables prefer 2-stroke engines so they can get on plane quickly and the bow down fast.
2. Up to 200 fewer parts which means that the number of parts that show wear and can fail is vastly reduced compared to 4-strokes.
3. No Oil Changes. Because 2-stroke engines combust their lube oil, it does not to have to be changed every 100 hours or every season, whichever comes first. It is simply replaced when needed.
Historically, carbureted 2-stroke engines have not been as fuel-efficient as 4-strokes. With the direct injection E-TEC, Evinrude has addressed both of those issues. See below.
The combustion chamber of the Evinrude E-TEC G2 was designed in concert with the University of Wisconsin to maximize the fluid dynamics taking place before and after combustion for more mid-range torque, better scavenging, improved fuel economy, and lower emissions.
New Combustion Chamber Design
The new Evinrude E-TEC G2 Series is the first 2-stroke outboard engine to be completely designed from scratch using direct fuel injection, rather than being a carbureted engine modified for direct injection, according to Evinrude. That means that the combustion chamber design could be optimized for fuel injection. One measure of this efficient design is the fact that the Evinrude E-TEC G2 has the lowest emissions of any outboard engine on the market. That means virtually all of the hydrocarbons were burned and maximum energy is being released from the fuel used.
Low RPM Efficiency. Above the main combustion chamber is a small “alcove” chamber where the spark plug and direct injector are located. The small anti-chamber is what gives the E-TEC G2 Series its tremendous efficiency at idle and low rpm. During stratified combustion, only a very small amount of fuel is injected into the cylinder. Because it is in such a confined space, and the spark plug is so close, the ignition is fast and complete. This results in maximum power and minimum fuel burn at low RPMs.
Better Mid-Range Torque. The combustion chamber design was engineered after a lengthy study of in cylinder fluid dynamics, conducted by Evinrude engineers and professors at the University of Wisconsin Madison. The resulting new design gives the engine up to 20% more torque, at 4000 rpm compared to the competition.
This cutaway of the Evinrude E-TEC direct injector shows that it acts much like a stereo tweeter and can oscillate up to 20,000 times per second.
Direct Injection System
In the Evinrude E-TEC G2 250 H.O., fuel is injected directly into the cylinder itself. This allows Evinrude to closely meter the amount of fuel needed at any given moment. The amount of fuel injected is controlled by the engine’s EMM black box.
The Evinrude E-TEC G2 engines utilizes the tried-and-proven Evinrude E-TEC fuel injector unit that Evinrude has used on its Evinrude E-TEC engines for a decade. In the outboard industry, it is generally regarded as the most sophisticated injector unit on any outboard engine. It works much like a stereo tweeter and is able to oscillate up to 100 times a second.
The gear case for the Evinrude E-TEC G2 250 H.O. is larger than before in order to house more robust gears, shafts and bearings for improved durability.
Lower Unit Design
Traditionally outboard engine manufacturers have worked hard to minimize the diameter of its gear case torpedo in order to reduce drag, and maximize WOT speed. The downside of this design philosophy is the vulnerability that small shafts, gears and bearings have to damage when the engine is abused – some of which might be inadvertent — or simply succumbs to wear with long use.
Catching Air Causes Trouble. Typically, the most demanding outboard application is in high-speed offshore fishing boats that easily catch air when racing to and from the fishing grounds in a chop. When the prop leaves the water at 4000 rpm it races until plunged back into the water and its resistance. This plays havoc with gears and shafts. In these situations, failure of lower units with a minimal-size gear case is only a matter of time.
Offshore fishermen are usually in a hurry and in rough water that is hard on gears, shafts and bearings. That’s why Evinrude E-TEC G2 engines have a robust gear case assembly.
Robust Lower Unit. Evinrude has utilized Computational Fluid Dynamics in the design of the lower unit, resulting in a high performance profile that can fit oversized gears. To that end, it has made shafts, bearings and gears in the E-TEC G2 lower unit robust and able to take years of arduous use in both freshwater and saltwater applications.
The result is a gear case that is larger in diameter. As a result, the hub of the prop is also larger requiring a new generation of props. While the torpedo shape has been optimized, it still presents slightly more frontal area and has more wetted surface, so it must have somewhat more drag, but the sleek, hydrodynamic design of the SLX gearcase reduces steering effort without sacrificing speed.
New Skeg Design. To further reduce drag, the trim tab that is typically affixed to the bottom of the AV plate has been removed. By building in chamber like an airplane wing in the skeg, Evinrude has been able to both stabilize the lower unit and replace the trim tab at the same time.
The skeg of the Evinrude E-TEC G2 has been tilted to port and has a chamber on one side to counter-act the engine’s natural torque.
By eliminating mechanical linkage and placing an electronic actuator in the lower unit, Evinrude has been able to make the Evinrude E-TEC G2 250 H.O. more reliable.
Electronic Shift. In order to eliminate mechanical gear shifting and its linkage, the Evinrude E-TEC G2 has a designed-in electronic shift. A digital signal comes from the helm and is received in the actuator unit which is located at the top of the lower unit. A small electric motor then changes the gears. Shift-by-wire eliminates problems inherent in cable controls, rods, and linkage that is technologically archaic in the 21st century.
Low Water Pickups. The E-TEC G2 lower unit has two cooling water pickups, one in the nose of the torpedo and one in the strut, above the torpedo and below the AV plate. These low pickups permit the engine to be raised on a jackplate for operation in skinny water.
By making the steering gears vertical instead of horizontal, Evinrude engineers were able to completely house the steering in one, sealed, corrosion-proof casing integral to the engine.
To read the rest of the full BoatTest.com Captain’s Report on the new Evinrude E-TEC G2 250 H.O. engine, go here: 250 H.O. Evinrude E-TEC G2 Full Report