New Evinrude Etec G2 Reviews
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Evinrude has introduced a new line of E-TEC second generation or G2 engines based on a 1.865-liter three-cylinder in-line block of new design. This new E-TEC G2 three-cylinder will be offered in models with horsepower designations of 115 High-Ouput, 140-HP, and 150-HP. These new three-cylinder models will use electronic shift and throttle Evinrude ICON II EST remote controls. Having electronic shift and throttle control in a 115-HP engine is a new option, not available on any other brand's 115-HP engine.
New Evinrude Etec G2 Reviews 2
A special side-mount EST control is also introduced. Close-up of the new 115 H.O.
Evinrude G2 Reviews
Note the location and size of the upper cowling air vents, and the location of the trim switches. The larger air vents distinguish the three-cylinder models from other G2 models.
CloseUp115HoGray-White.jpg (23.23 KiB) Viewed 2941 timesThese new three-cylinder E-TEC G2 engines use the innovative G2 engine mounting with integral hydraulic steering and improved rigging, and they can also be ordered with the integral electric power-boast steering option. Some models will be available with tiller steering.Several boating reviewers who have actually seen and used the these new G2 three-cylinder engines have commented that the engine noise is reduced compared to earlier E-TEC engines, although no measured data is provided.Engine weight is still unknown. And, as always, the MSRP is not clearly mentioned.Evinrude also announced that all E-TEC G2 engines will now be available with a choice or white or slate gray engine frames. I think the all-white versions will be a hit. Here is a link to an Evinrude presentation about their new 2020-production year products:The link above skips several minutes of a montage of product shots.
This presentation is packed with information; viewing is highly recommended.The presenter reveals that in the 150-HP model of the new three-cylinder, the engine uses a RAVE valve-ROTAX Adjustable Valve Exhaust-adapted from Evinrude's sister company, ROTAX, and used for years in BRP Snow-mobiles. The 150-HP new E-TEC G2 three-cylinder is lighter by at least 50-lbs compared to other 150-HP engines on the market now.The new three-cylinder E-TEC engines will have internal (under the cowling) 1.9-gallon oil tank, which often will be sufficient for a full-season of engine use.Noise, vibration, and harshness (NVH) was specifically addressed in these new engine. These three-cylinder engines use balancing gears at both ends of the crankshaft to reduce inherent vibration in the in-line engine.A plot of engine horsepower at the propeller shaft as function of engine speed for the new three-cylinder E-TEC 115 H.O. Engine and 115-HP competitors was also presented. The plot of horsepower showed a considerable advantage at mid-range engine speeds for the Evinrude E-TEC. Comparison of E-TEC 115 H.O to Yamaha and Mercury 115-HP models.
GraphComparison115E-TECYamahaMercury.jpg (35.23 KiB) Viewed 2900 timesIf the 115 H.O. Is already make 125-HP, then pushing it to 140-HP shouldn't be too much harder. And hitting 150-HP seems within reach. With a 1.865-liter displacement, at 150-HP each liter produces 80.4-HP/liter. In the E-TEC legacy V6 a 3.4-liter engine was making 300-HP, or 88.2-HP/liter.
The 150-HP three-cylinder has the added enhancement of the RAVE technology working for it, so the push to 150-HP rating seems quite reasonable. Snowmobile two-cycle-power-stroke engines with RAVE technology are making even higher power per liter.During the latter portion of the presentation (at 10:40 from start) a presenter talks about reliability testing.
Todd Craft, Director, Project Engineering, says. We've tested nearly 100 engines to over 30,000 hours.There are two ways to interpret that statement: nearly 100-engines were tested to about 300-hours each, for a total of 30,000 hours of testing of the engine in development. Or, nearly 100-engines were each run and tested to 30,000-hours.A period of 30,000-hours is 1,250-days of 24-hour-a-day testing-about 3.4-years. It seems impossible that 100 engines could have been run 24-hours a day for over three years, so I must infer that the testing regime was to test 100-engine for 300-hours. I find that horsepower curve very interesting. First, let's assume it's accurate.
Horsepower is defined as (torque. RPM)/5252. At 4500 RPM the engine is making 124 HP, thus the torque is 124.
Evinrude Etec G2 The Hull Truth
5252 / 4500 = 144.7 foot pounds. When the RPM increases to 5000, horsepower output increases only very slightly to 125, so torque must be going down. 125. 5252 / 5000 = 131.3 foot pounds.
At 5500 RPM torque is down to 119.4 foot pounds, and at 6000 RPM it's only 109.4 foot pounds.It's not unusual for torque to decrease as engine speed gets up into its top range, but it's not usually so dramatic like this 25% decrease. What this tells me is that the engine is good for a lot more power, perhaps 150 HP at 6000 RPM. They've clearly tweaked the engine controller to limit the torque above 4500 RPM, and thus limit the horsepower to 125.I'm not saying that's a bad thing. This engine would totally kick ass getting my boat on plane! B.E.Coyote wrote.what is the real world performance benefit of the much higher HP at lower RPM?An engine with more power available at lower RPM ranges will be able to maintain engine speed under load from the propeller. I suggest you read my article on propeller power curves atWhen the power needed to turn the propeller is greater than the power the engine can provide, the engine stops accelerating. The engine then decelerates until its power output equals the power required to turn the propeller.
For many boats this can mean the boat cannot stay on plane at low speeds. The engine is unable to maintain speed—called lugging—and the boat speed drops, the boat comes off plane.Boats do not have transmissions with variable gear ratios, so their engines must have good low-speed torque and power. An engine that must be able to accelerate to 6,000-RPM to produce its rated horsepower is unlikely to be able to produce a significant fraction of its rated power at 2,500-RPM, which is where it may stop its acceleration and lug down.