I just returned from the Seattle Boat Show where I looked at the new E-Tec engines. The salesman claimed they were less polluting and more fuel-efficient than any four-stroke. The lastest Trailer Boats magazine had an article about them and it seems they are very fuel efficient. Any one had any experience with this new technology? Les if you get a chance could you comment on these new engines. The efficiency and slightly less weight sounds like a good combo.
New Evinrude E-Tec Engines
- Thread starter CAVU
- Start date
Uh oh. You should get some spirited responses to this one!
My (novice) opinion on the salesman's "less polluting" comment? The only way to keep any oil from leaving with the exhaust in a fuel mixed two stroke is to burn it all. And if you burn it all at combustion, there isn't any left to do its job, is there?
I could be way wrong here, so let me have it if I am. About the only thing I know about 2-strokes is what I just learned from B~C's experience with Stihl chainsaws.
My (novice) opinion on the salesman's "less polluting" comment? The only way to keep any oil from leaving with the exhaust in a fuel mixed two stroke is to burn it all. And if you burn it all at combustion, there isn't any left to do its job, is there?
I could be way wrong here, so let me have it if I am. About the only thing I know about 2-strokes is what I just learned from B~C's experience with Stihl chainsaws.
Mike and all,
Here is a link to the Evinrude E-Tec site.
http://www.evinrude.com/e-tec/background.htm
Apparently the oil is not mixed with the gas, its injected into the bearings.
I think the question is ---How long will the powerhead last?---
Will it run two or three thousand hours?
Here is a link to the Evinrude E-Tec site.
http://www.evinrude.com/e-tec/background.htm
Apparently the oil is not mixed with the gas, its injected into the bearings.
I think the question is ---How long will the powerhead last?---
Will it run two or three thousand hours?
A
Anonymous
Guest
I read the whole thing! Very impressive! it looks to be the "answer" to the Two-Stroke dilemma.
The feature I like the best is the---"no oil-change".
However... I am switching to synthetic oil, to change oil annually now. So that "no oil-change feature" no longer has appeal to me.
My greatest reserve is the fact that it has to have all these - new sensors - all over the place, to function like it is promised to.....
To me, that is 'closing-the-gap' between the so-called "simplification" and "less parts" than a four-stroke. Also, lets just say that it's "quieter"...But when you have a piston firing at every revolution, you are bound to get a higher-pitch sound. (peep don't buy - Harley Davidsons - for no reason) ...when they say "quieter" I assume that means---than a comparative two-stroke. And even that feature has to be--electronically produced.
OK, sorry you had to listen to a "pessimist" this time! (lol) Anyone else !? :disgust
The feature I like the best is the---"no oil-change".
However... I am switching to synthetic oil, to change oil annually now. So that "no oil-change feature" no longer has appeal to me.
My greatest reserve is the fact that it has to have all these - new sensors - all over the place, to function like it is promised to.....
To me, that is 'closing-the-gap' between the so-called "simplification" and "less parts" than a four-stroke. Also, lets just say that it's "quieter"...But when you have a piston firing at every revolution, you are bound to get a higher-pitch sound. (peep don't buy - Harley Davidsons - for no reason) ...when they say "quieter" I assume that means---than a comparative two-stroke. And even that feature has to be--electronically produced.
OK, sorry you had to listen to a "pessimist" this time! (lol) Anyone else !? :disgust
Coastie Dory
New member
Hi All,
As a former OMC technician and as a current Mercury tech I can share some info on what E-Tec is based on. What used to be known as Ficht fuel injection is the basis for the Bombardier system now. I'm sure there have been many improvements in combustion strategy and many more improvements in the quality of the internal engine parts. Ficht was a brilliant idea-far better than the Optimax engines I now work on. (I do have to say Optimax has made great strides in the last two model years.) OMC went banko because management and marketing made a fabulous engineering department build engines with substandard parts. Many outsourced vendor items (pistons were a big one) were made poorly. The engines ran great but had spotty durability and reliability. The 60 degree V4 Ficht (90&115 hp) remains as one of the best running engines I have seen-yes that includes 4 strokes. The reliability was never in the 4 stroke arena.
OMC was a small company compared to other outboard makers who all have diversity in their parent companies. Read that as deep pockets and other products which can support tough times in one industry. I have no doubt that the financial depth of Bombardier, who has kept most of OMC's former engineering staff in place, has given them the support to create a first class product. All of the current Evinrude product was on the drawing board or in the engine lab before OMC went under. You are not buying fresh off the drawing board engines but rather technology that has developed since the mid 90's. (a good thing)
I'm not sure that any two cycle engine is the magic bullet for a C-Dory. I see the modern 2 stroke more as a lightweight high performance engine best suited for bass boats and lightweight, high speed craft. Maybe if our boats were 10-15 mph faster I would think differently. I would recommend anyone who is interested in DFI 2 strokes to take a test ride to see if they could live with them. I know in the shop you can tell by the odor what kind of engine-2 or 4 stroke is running and that includes DFI. I have run Coast Guard boats with Fichts on the back and you can smell the exhaust at idle when the wind comes from astern.
I hope my opinions are of some use here. Best wishes, Randy.
As a former OMC technician and as a current Mercury tech I can share some info on what E-Tec is based on. What used to be known as Ficht fuel injection is the basis for the Bombardier system now. I'm sure there have been many improvements in combustion strategy and many more improvements in the quality of the internal engine parts. Ficht was a brilliant idea-far better than the Optimax engines I now work on. (I do have to say Optimax has made great strides in the last two model years.) OMC went banko because management and marketing made a fabulous engineering department build engines with substandard parts. Many outsourced vendor items (pistons were a big one) were made poorly. The engines ran great but had spotty durability and reliability. The 60 degree V4 Ficht (90&115 hp) remains as one of the best running engines I have seen-yes that includes 4 strokes. The reliability was never in the 4 stroke arena.
OMC was a small company compared to other outboard makers who all have diversity in their parent companies. Read that as deep pockets and other products which can support tough times in one industry. I have no doubt that the financial depth of Bombardier, who has kept most of OMC's former engineering staff in place, has given them the support to create a first class product. All of the current Evinrude product was on the drawing board or in the engine lab before OMC went under. You are not buying fresh off the drawing board engines but rather technology that has developed since the mid 90's. (a good thing)
I'm not sure that any two cycle engine is the magic bullet for a C-Dory. I see the modern 2 stroke more as a lightweight high performance engine best suited for bass boats and lightweight, high speed craft. Maybe if our boats were 10-15 mph faster I would think differently. I would recommend anyone who is interested in DFI 2 strokes to take a test ride to see if they could live with them. I know in the shop you can tell by the odor what kind of engine-2 or 4 stroke is running and that includes DFI. I have run Coast Guard boats with Fichts on the back and you can smell the exhaust at idle when the wind comes from astern.
I hope my opinions are of some use here. Best wishes, Randy.
Les Lampman
New member
Hi CAVU,
I can't add much to what's already been said here; I've got all the 'propaganda' on the engines and the 'pitch' from our area service rep with all the good things about the E-TEC but I haven't gotten my hands on one yet. The technology looks really good and I think that it will certainly enhance the two-stroke market.
The argument or considerations, however, remind me of the one involving horsepower...that is, more cubes or more engineering. In other words, you can get more horsepower by just installing a bigger engine (350 V-8 won't do it? Drop in a 454) or you can re-engineer your product with higher compression, better combustion shapes, better valve timing, etc; the fist is a typical American response, the latter more European. Which is better? Depends on what you want to accomplish...if I'm trying to pull a 34' 5th wheel I'd take the bigger displacement (also for the higher torque); for turning my lightweight sports car into a rocket ship I'd choose the lower weight engine and finer engineering.
I look on the 2-stroke versus 4-stoke decision the same way; what's going to work best for the task at hand? With the better (cleaner, more fuel efficient) technology in 2-strokes these days it's certainly a viable choice for high horsepower-to-weight applications. Engine costs, horsepower for horsepower, are not that much different now; the new technologies, like E-TEC, are not cheap to develop or manufacture.
If you've got a Bass Boat, a Ski Boat, or Walleye Boat or equivalent where maximum performance and speed are 'the' thing I'd say it's hard to beat the 2-strokes; and especially the new ones. For heavier all-round boats, cruising boats and off-shore boats I feel the 4-stokes have some distinct advantages.
I can't add much to what's already been said here; I've got all the 'propaganda' on the engines and the 'pitch' from our area service rep with all the good things about the E-TEC but I haven't gotten my hands on one yet. The technology looks really good and I think that it will certainly enhance the two-stroke market.
The argument or considerations, however, remind me of the one involving horsepower...that is, more cubes or more engineering. In other words, you can get more horsepower by just installing a bigger engine (350 V-8 won't do it? Drop in a 454) or you can re-engineer your product with higher compression, better combustion shapes, better valve timing, etc; the fist is a typical American response, the latter more European. Which is better? Depends on what you want to accomplish...if I'm trying to pull a 34' 5th wheel I'd take the bigger displacement (also for the higher torque); for turning my lightweight sports car into a rocket ship I'd choose the lower weight engine and finer engineering.
I look on the 2-stroke versus 4-stoke decision the same way; what's going to work best for the task at hand? With the better (cleaner, more fuel efficient) technology in 2-strokes these days it's certainly a viable choice for high horsepower-to-weight applications. Engine costs, horsepower for horsepower, are not that much different now; the new technologies, like E-TEC, are not cheap to develop or manufacture.
If you've got a Bass Boat, a Ski Boat, or Walleye Boat or equivalent where maximum performance and speed are 'the' thing I'd say it's hard to beat the 2-strokes; and especially the new ones. For heavier all-round boats, cruising boats and off-shore boats I feel the 4-stokes have some distinct advantages.