|Type of Engine||2-Stroke|
|Number of Cylinders||6 Cylinders|
|Weight (lbs/kg)||539.00 lbs / 244.49 kg|
|Fuel Delivery||Fuel Injected|
|Displacement (cu/cc)||210.00 cu / 3,441.28 cc|
|Shaft Length Options||20'' / 25''|
|Steering Control||Power Assist|
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 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.
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.
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.
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.
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.
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.
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.
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.
All-New Internal Steering
Another 21st century innovation of the Evinrude E-TEC G2 engines is the Integrated Hydraulic Steering mechanism. Now the hydraulic hoses coming from the steering assembly go directly to a casing integral to the outboard body itself. No longer is there an external rod and cylinder required for steering. By completely encasing the steering gears, Evinrude has eliminated the corrosion that is ubiquitous on an external steering gear. It has also eliminated a third-party steering vender that some outboard engines require. Thus, Evinrude has more control over quality. All steering is factory tested before it goes out the door.
The outboard turns 32-degrees to each side.
By eliminating conventional outboard steering and its cumbersome apparatus, Evinrude has been able to engineer an engine that has an 81-degree tilt – more than any other outboard on the market. With the steering rods, cylinders and a couple of feet of hydraulic hose eliminated, the engine well is now clear and the outboard powerhead can be tilted fully forward and down into the well. At the other end, the lower unit is raised completely out of the water.
Robust Tilting Shaft. Evinrude has increased the diameter of the shaft upon which the whole unit pivots from 1” in diameter to 2-1/4”. Likewise, the support structures for this larger horizontal shaft have also been beefed-up. These two details give the outboard unit much more strength and rigidity right where it is needed – the connection of the propulsion unit with the transom of the boat. This results in better handling and feel on high performance applications.
New Exhaust Architecture
New Exhaust Architecture
One of the most esoteric aspects of the new powerhead design is what Evinrude calls “starboard-starboard” engine design. Typically, on V-engines of any type, the starboard bank of cylinders has exhaust ports on the starboard side, and the port bank has exhaust ports to port – in other words both are outwards of the powerhead. Further, on almost all such engines one bank of cylinders runs hotter than the other by anywhere from 15-degrees to 30-degrees or more.
Starboard-Starboard Exhaust. On Evinrude E-TEC G2 engines, both banks of cylinders on the V-6 block have exhaust ports on the port side. That means the port row of cylinders has their exhaust manifold in the middle of the engine, between both bank’s cylinders. So why did Evinrude design this unconventional architecture?
The Problem of “Metal Creep”. On all internal combustion engines the hottest place in the cylinder is at the exhaust port. It is here that all of the super-heated gasses exit the chamber. And it is here that metal suffers the greatest stress, with distortion or “metal creep” a distinct possibility. With a counter-rotating crankshaft the piston rods are thrust up and to port. The result, according to an Evinrude spokesman, is 80% of the internal combustion engine failures are on the port bank of cylinders, precisely where the pistons exert their greatest pressure on the cylinder wall and metal is the hottest.
More Durable Cylinders. By having the exhaust ports on the port side of the cylinders on both banks, a counter-clockwise rotating crankshaft naturally pushes the pistons to the starboard side, the air-intake -- i.e. “cooler” side of the cylinder wall, thus minimizing the chance of pistons seizing in the chamber due to metal creep.
More Reliable Amps. Evinrude E-TEC engines have proved the efficacy of beltless magneto electrical generation over that produced by traditional alternators. Typical alternators are driven by belts which wear and can break. By putting the magneto at the end of the vertical crankshaft on the top of the engine, Evinrude harnesses the tremendous power of the engine to turn a large armature inside the even bigger stator, producing far more Amps than a small alternator can produce.
More Power To You. The magneto on the Evinrude E-TEC G2 250 H.O. produces 133 Amps, 83 of which go to the spark plugs and other engine power needs, and 50 of which are directed to the battery. This is the greatest delivery of Amps for the ship’s service available on any outboard in class. It means that there should be more than enough power for on-board electronics and other needs on most boats.
The Black Box
An Evinrude E-TEC’s internal brain (called EMM for Engine Management Module) takes the owner’s commands and input from a dozen sources, makes sense of them, and fires off digital commands to a dozen more places around the engine. Because of the engine heat and that generated by the chips themselves as they make over 500 calculations a second at high rpm, the EMM can overheat and fail. To prevent that unhappy circumstance, Evinrude E-TEC EMM units are water-cooled, the only one in class to be protected this way.
Operating instructions for each particular outboard model are electronically “burned” into the EMM main logic chip. The Evinrude EMM programming is easily updated by a dealer with a laptop as conditions warrant or when improvements are available. Other outboard companies normally have ECUs which cannot be upgraded or improved without replacing them with another unit. It is the EMM that allows the motor to run efficiently, protects the outboard if something goes wrong, and keeps emissions within EPA regulations.
The bane of any engine system is sediment, micro-organisms, or water in the fuel which can stop the system from functioning. To guard against these threats to the system, Evinrude has installed a fuel filter/water separator that filters fuel and water down to 2 microns. Integral sensors in the fuel filter alert the operator if water is present. This is pretty much standard on all outboards. But the Evinrude E-TEC G2 250 H.O. engine does not stop there. It also has a “vapor separator”, a unit designed to take out any air that has gotten mixed with the gasoline.
This unit receives the fuel after it has been filtered and pressurizes it for use by the injectors. Any air trapped in the fuel is removed in the vapor separator, preventing it from reaching the injectors. The Vapor separator contains an integral lift pump, which pulls fuel from the boat mounted tank, eliminating the need for a primer bulb. It will also alert the operator to any sort of problems with the boat fuel supply.
Integral Oiling System
One difference between 2-stroke and 4-stroke engines is the method of powerhead lubrication. Traditionally-lubricated engines have a “wet sump” which essentially means that the crankshaft splashes through the engine oil throwing it up on the cylinder walls and pistons.
The Evinrude system is a “dry sump” which in this case means the EMM determines how much oil is needed and meters it out to the cylinders as required for proper lubrication. The oil is drawn from a 2 gallon (7.8 L) reservoir, through an oil manifold then directed through six tubes that are connected to pin-point lubrication orifices in each cylinder wall.
No Break-In Period. One of the features of the Evinrude E-TEC G2, like all Evinrude E-TEC outboards, is there is no “break-in” period. Typically, this is the first 50 hours on a new outboard engine. Deviation from that regimen can void warranties. (Unfortunately, it is only natural for most people when they get a new boat to want to take her out and let ‘er rip.)
Because the Evinrude EMM knows when an engine is new, it simply calls for more oil to be sent to the cylinders for the first few hours. When the engine is properly broken in, the EMM reduces the oil flow to normal levels of lubrication. And there are no warranty worries.
A Season of Oil. Unlike 4-stroke engines which typically require an oil change every 100 hours or every season, the Evinrude E-TEC G2 250 H.O. requires no messy oil change. Just add oil when needed – every season or so.
The Evinrude E-TEC G2 engines is the only outboards in their class that have an internal oil reservoir.
Gear Case Lubrication. Also in the main body of the outboard is a gear case lube oil reservoir with a sight tube. Evinrude requires that the sight tube be checked once a year for not only the level of oil but also its clarity.
High Output Means Higher Horsepower
The 10% Solution. It is rather remarkable that in the 21st century any manufacturer of a gas internal combustion engine (a 19th century invention) still needs a 10% fudge factor for horsepower, but indeed they must. The Society of Automotive Engineers (SAE) which is the association that lays down engine standards and rules, says that if on a dyno an engine comes within 10% of its stated horsepower -- no harm, no foul. That means an outboard that says “100-hp” on its cowling can have as little as 90-hp on a dyno and still be within SAE specifications.
H.O. Means More. But the converse is true, as well. These rules also mean that a 100-hp engine can be 10% over its rated horsepower and still qualify as a 100-hp engine. It is here that Evinrude has cleverly found a new market niche, thus the H.O. designation.
How High is Up? What all of this means in the case of the Evinrude E-TEC G2 250 H.O. is that the horsepower of the engine is really more like 275, and this is the primary reason that there is no 275-hp engine offered, as such. Mind you that Evinrude is not “guaranteeing” 275-hp, it is just saying that it is “higher output.” We could not pin down any Evinrude tech on exactly how much horsepower the engine actually produces. They would simply say, “It’s High Output”.
H.O. Applications. There are several interesting applications for the Evinrude E-TEC G2 250 H.O. engine that come to mind. All outboard boats have USCG maximum horsepower ratings. The Evinrude E-TEC G2 250 H.O. is obviously a way to meet the USCG requirement, but also to provide an extra punch. Tournament bass fishermen will like this little advantage.
Another application is one we recently tested. The boat was one of the heaviest in class by several hundred pounds. Yet, when we tested her with the Evinrude E-TEC G2 250 H.O. she turned-in WOT numbers that were as fast as lighter, smaller boats in class also powered by 250-hp engines from other brands. So what could have been a disadvantage for the boat builder – a heavier, slower boat – was mitigated with the extra horsepower in the Evinrude H.O. engine.
Outboard engines were born in freshwater, that is still where the U.S. engine makers are located, and that was their focus until Japanese outboard engines hit the U.S. market in the late 1970s. Since the Japanese – and most of the rest of their customers – used their outboards in saltwater, their engines were naturally better equipped to handle it. But a lot has happened in the last 35 years.
5 Year Anti-Corrosion Warranty. The Evinrude E-TEC G2 250 H.O. carries a 5-year/500 hour anti-corrosion warranty. No other outboard maker on the planet – including the Japanese engine makers – offer such an all-inclusive anti-corrosion warranty. There are several reasons why Evinrude can make this warranty, but the primary one is because of the titanium oxide coating that is applied electrosatically to all of the aluminum surfaces that might come into contact with saltwater.
Another reason that Evinrude can offer this warranty is because its steering mechanism is totally enclosed in an integral housing. Its shift linkage is now digital and not external. Everything exposed to saltwater has been protected like never before.
No Scheduled Maintenance for 5 Years/500 Hours
The new Evinrude E-TEC G2 engines have many of the same advantages as the Evinrude E-TEC engines we’ve investigated the past several years – for example, easy, turn-key winterization by the owner, not the dealer. Because there are no valves, valve shims, or dozens of other parts that need to be checked for wear and alignment, over the course of five years the owner of an Evinrude E-TEC G2 250 H.O. can save nearly $3,000 on scheduled service alone. That does not include the hassle of taking the engine to a dealership and then coming back another day to pick it up after service.
Introductory 5-Year Limited Warranty
As we write this review Evinrude is offering a 5-year limited warranty, standard on all Evinrude E-TEC G2 engines and rigging.
Revolutionary Shroud DesignThe shrouds on engines in the 200-hp to 300-hp range are notoriously large and cumbersome. When offshore and something goes wrong and a visual engine check is in order, the first problem is where to put the mammoth shroud. Evinrude’s solution is simple – once it has been seen.
Different Strokes. First, Evinrude wanted a shroud profile that was different. Just as nearly all automobile makers emulate German sedan styling, so, too, have outboard makers gotten to copying each other’s profile. Evinrude decided it wanted to stand out, and thus has created a high, tower-shaped profile, that is offered in five standard panel colors with 14 graphic decal colors available to accent the shroud. Evinrude’s thinking was simply: people want beautiful boats so they should also get a beautiful engine.
There is a skeletal “polytec” plastic frame upon which the side, top, and front panels are connected to. Port and starboard side panels are affixed to the skeletal polytec plastic with six quarter-turn screws that can be removed with a small coin. They have retaining rings on the back so they will stay on the panel. The ABS plastic side panels are light and easy to handle.
The new Evinrude E-TEC G2 250 H.O. clearly has a lot going for it. Based on the one boat we have tested so far with this engine – a pontoon boat – performance was surprisingly good and midrange fuel economy was certainly competitive if not slightly better in some cases.
We like the fact that Evinrude has clearly come down on the side of durability. Its beefy gear case and tilt shaft and substructures tell us that this engine is designed to last. We think the 5-year corrosion warranty is huge news, and clearly Evinrude is making a big play for saltwater fishboat applications.
And with its 5-year/500 hour before scheduled maintenance, the new Evinrude E-TEC G2 250 H.O. is a compelling power option.
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