E-TEC G2 250 H.O.
EmailSend to a Friend

Evinrude E-TEC G2 250 H.O. Main Video

Text Size: AAA
Evinrude E-TEC G2 250 H.O. 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 automatic 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 E-TEC G2 250 H.O. (Outboard) Specifications
Horsepower 250-hp
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
CARB Rating 3-Star
Recommended Fuel 87
Alternator Output 133

Evinrude E-TEC G2 250 H.O. Captain's Report

Mission Statement

Evinrude E-TEC G2 250 H.O.

Evinrude believes that the outboard engine on the back of the boat should look as good as the boat itself. For that reason, the engine manufacturer offers five standard panel colors and 14 accent decal options, creating more than 400 color combinations to perfectly match your boat. Evinrude also partnered up with the most innovative boat builders to offer nine exclusive color packages, seamlessly integrating boat and engine for the very first time.

All New. This is a new engine from the top of its stylish shroud to its cambered skeg. In the Evinrude E-TEC G2 Series, Evinrude incorporated the latest technology with the experience that it has gained over the last 10 years since introducing the E-TEC direct-injection technology in 2004. The result is a very different engine from the Evinrude E-TEC mills introduced by BRP in 2004.

The Evinrude E-TEC G2 Platform Range. The new Evinrude E-TEC G2 250 H.O. is one of six new models of the Evinrude E-TEC G2 platform 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 counted more than two-dozen noteworthy features on this motor that we have bundled into three main categories. They are as follows:

Performance Features

  1. 2-stroke direct injection
  2. New combustion chamber design
  3. Large anti-cavitation plate
  4. Cambered skeg
  5. Larger prop clearance
  6. High output

Durability Features

  1. 2-stroke
  2. Vapor separator
  3. Water-cooled EMM
  4. Titanium oxide anti-corrosion coating
  5. Starboard-starboard engine design
  6. More robust gear case
  7. Larger tilt shaft assembly
  8. Internal steering integrated hydraulic steering
  9. Magneto Beltless Alternator

Functionality Features

  1. Visible gear oil reservoir
  2. Internal engine oil reservoir
  3. Increased 81-degree tilt range– out of the water
  4. Integrated steering -- integrated hydraulic and Dynamic Power
  5. Integrated digital shift and throttle
  6. Customizable shroud design
  7. Auto winterization
  8. No break-in period
  9. No-oil get-home feature
  10. 133 Amps, 50 for ship’s systems, idle 14 Amps
Evinrude E-TEC G2 250 H.O.

Nothing beats the low-end torque of a 2-stroke engine.

Details of the Evinrude E-TEC G2 Power

2-Stroke Power. Evinrude has stayed on the course of direct-injection 2-stroke outboard architecture and the Evinrude E-TEC G2 engines are leading the way. The basic advantages of 2-stroke engines are as follows—

1. High Torque. 2-stroke outboards make more power at lower rpm 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 provides the muscle to pull up skiers, particularly when there is a crowd aboard the boat.

Pontoon boat owners like it because these boats need lots of low-end torque to get moving because of minimal horizontal running surface.

RIB owners prefer 2-stroke engines so they can get on plane quickly without prolonged high bow rise.

Center console anglers like it when they have a full load of fuel and are heading out of a treacherous inlet and need the low-end power to climb the waves found there.

2.Up to 200 fewer parts which means that the number of parts that show wear and can fail is vastly reduced compared to four-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. It is simply replaced when needed.

Fuel-Efficiency. 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 with the new Evinrude E-TEC G2 Series. See below--

Evinrude E-TEC G2 250 H.O.

The combustion chamber of the Evinrude E-TEC G2 was designed with input from 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 engines are the first 2-stroke outboard engines 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 chamber gives the Evinrude E-TEC G2 its efficiency at idle and at low rpm. During stratified combustion, a 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 rpm.

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 new design gives the engine up to 20% more torque at 4000 rpm compared to the competition, according to Evinrude.

Evinrude E-TEC G2 250 H.O.

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 lets Evinrude 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.

Injector Mechanism

The Evinrude E-TEC G2 engines utilize the proven E-TEC fuel-injector unit that Evinrude has used on its E-TEC engines for a decade. It works much like a stereo tweeter and is able to oscillate up to 100 times a second.

Evinrude E-TEC G2 250 H.O.

The Evinrude E-TEC G2 250 H.O.’s larger gear case houses more robust gears, shafts and bearings for improved durability.

Lower Unit Design

Traditionally outboard engine manufacturers have tried to minimize the diameter of gearcase torpedoes to reduce drag, and maximize hydrodynamic efficiency. The downside of this design philosophy is that the resultant smaller shafts, gears and bearings are susceptible to damage when the engine is abused or they just wear out over time.

Catching Air Causes Trouble. Typically, the most demanding outboard application is in high-speed offshore fishing boats that 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 hits resistance. This wreaks havoc on gears and shafts. In these situations, failure of lower units with a minimal-size gear case is only a matter of time.

Evinrude E-TEC G2 250 H.O.

Offshore fishermen are usually in a hurry and running hard in rough water can be tough 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 Evinrude E-TEC G2 lower unit more robust.

The result is a gear case with a larger diameter. The propeller hub is also larger, which requires a new generation of props. While the torpedo shape has been optimized, it still presents slightly more frontal area and has more wetted surface, but the sleek, hydrodynamic design of the SLX gearcase reduces steering effort without sacrificing speed.

Evinrude E-TEC G2 250 H.O.

The skeg of the Evinrude E-TEC 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 camber like an airplane wing in the skeg, Evinrude has been able to stabilize the lower unit and replace the trim tab at the same time.

Evinrude E-TEC G2 250 H.O.

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. To eliminate mechanical gear shifting and its linkage, Evinrude designed the E-TEC G2 with electronic shifting. A digital signal comes from the helm and is received in the actuator 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.

Evinrude E-TEC G2 250 H.O.

These high-speed cooling water pickups are low and redundant for operations in shallow water.

Low Water Pickups. The Evinrude 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.

Evinrude E-TEC G2 250 H.O.

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.

Internal Steering

Another innovation of the Evinrude E-TEC G2 engines is the Integrated Hydraulic Steering mechanism. In the new design, the hydraulic hoses coming from the steering assembly go directly to a casing integral to the outboard body itself. An external rod and cylinder are no longer required for steering.

By 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.

The outboard turns 32-degrees to each side.

Evinrude E-TEC G2 250 H.O.

The Evinrude E-TEC G2 250 H.O. has the greatest tilt angle – 81-degrees – of any outboard in class. It tilts completely out of the water to avoid corrosion and to stay clean. If a swim platform interferes with the tilted engine, the tilt limit can be programmed by the consumer via the trim buttons.

Out-of-the-Water Tilt

By eliminating conventional outboard steering and its cumbersome apparatus, Evinrude has been able to engineer an engine that has an 81-degree tilt. 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.

Evinrude E-TEC G2 250 H.O.

Inside the stainless steel cap is a 2-1/4” (56.79 cm) shaft that is over twice the diameter of the one it replaces.

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 been beefed-up. These two details give the outboard 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.

Evinrude E-TEC G2 250 H.O.

On the down stroke exhaust gasses escape through a large port on the side of the engine, allowing maximum airflow through the engine. More airflow equals more power.

New Exhaust Architecture

One of the most esoteric aspects of the new powerhead design is what Evinrude calls “starboard-starboard” engine design.

Starboard-Starboard Exhaust. On the 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 its exhaust manifold in the middle of the engine, between both bank’s cylinders. So why did Evinrude design this unconventional architecture?

Evinrude E-TEC G2 250 H.O.

This “lost foam” mold for the Evinrude E-TEC G2 250 H.O. is the starboard bank of cylinders with its ports on the port side. This unusual architecture is designed to make the engine more reliable.

The Problem of “Metal Creep”. On all internal combustion engines the hottest place in the cylinder is the exhaust port. This is where all of the super-heated gasses exit the chamber. As a result, the exhaust ports suffer 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 that 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, minimizing the chance of pistons seizing in the chamber due to metal creep.

Evinrude E-TEC G2 250 H.O.

This is part of the beltless magneto on top of the vertical engine. We see 18 stator windings and in the middle will be the armature. Compared to conventional alternators this unit is huge and it produces much more electrical power.

Magneto Powered

More Reliable Amps. Evinrude E-TEC engines have proved the efficacy of beltless magneto electrical generation compared to traditional alternators. Typical alternators are driven by belts that 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 bigger stator, producing far more Amps than a small alternator can produce.

Amped Up. 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 means that there should be more than enough power for on-board electronics and other needs on most boats.

Evinrude E-TEC G2 250 H.O.

Evinrude’s Engine Management Module.

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 heat generated by the chips themselves as they make more than 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.

Evinrude E-TEC G2 250 H.O.
1. Engine Management Module (EMM)
2. Battery (12 volt)
3. Key switch (switched B+, start signal)
4. Stator
5. Knock sensor
6. Crankshaft Position Sensor (CPS)
7. Throttle Position Sensor (TPS)
8. Shift interrupt switch (does not exist for G2)
9. Air Temperature Sensor (AT)
10. Oil pressure sensor (component of 18)
11. Engine temperature sensor(s)
12. Water in fuel sensor / fuel filter
13. Trim / tilt sending unit
13. Water pressure sensor with an adaptor harness
15. LED indicators
16. Fuel pump (high pressure)
17. Starter solenoid
18. Oil injection pump and manifold
19. Rear oil injector and manifold
20. Ignition coil
21. Fuel injector
22. Tachometer/SystemCheck gauge (does not exist for G2)
23. I-Command (CANbus) display
24. Diagnostic connector
25. Trim and tilt relay module
26. Oil level switch

Operating instructions for each particular outboard model are electronically “burned” into the EMM’s main logic chip. The EMM programming can be updated by a dealer with a laptop. The EMM keeps the motor running efficiently, protects the outboard if something goes wrong, and keeps emissions within EPA regulations.

Other outboard companies normally have ECUs that cannot be upgraded or improved without replacing them with another unit.

Evinrude E-TEC G2 250 H.O.

The Vapor Separator accumulates clean fuel and eliminates air to keep a steady stream of uncontaminated fuel flowing to the six injectors.

Vapor Separator

The bane of any engine system is sediment, microorganisms, or water in the fuel that 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. The Evinrude E-TEC G2 250 H.O. also has a vapor separator 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 problems with the boat’s fuel.

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” that 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” in which 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 feature of the Evinrude E-TEC G2, like all Evinrude E-TEC outboards, is there is no “break-in” period. 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 lubrication levels. And there are no warranty worries.

A Season of Oil. Unlike 4-stroke engines that typically require an oil change every 100 hours or every season, the Evinrude E-TEC G2 250 H.O. requires no oil change. Just add oil when needed – every season or so.

The Evinrude E-TEC G2 engines are the only outboards with an internal oil reservoir.

Evinrude E-TEC G2 250 H.O.

Evinrude expects the gear case lube oil to last a long time and asks owners to simply check the reservoir once a year for oil level and clarity.

Gear Case Lubrication. Also in the main body of the outboard is a gear case lube reservoir. Evinrude requires that the sight tube be checked once a year for oil level and clarity.

Evinrude E-TEC G2 250 H.O.

The H.O. designation can mean up to 10% more than the engine’s stated horsepower.

High Output Means Higher Horsepower

The 10% Solution. The Society of Automotive Engineers (SAE) lays down the standards and rules for horsepower ratings. The SAE, says that if on a dynamometer, 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 put out as little as 90-hp on a dyno and still be within SAE specifications.

H.O. Means More. These rules also mean that a 100-hp engine can be 10% over its rated horsepower and still qualify as a 100-hp engine. This is how Evinrude came up with the H.O. designation. In the case of the Evinrude E-TEC G2 250, the horsepower is actually closer to 275, which is why there is no Evinrude E-TEC G2 275. 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. All outboard boats have USCG maximum horsepower ratings. The 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.

We tested the motor on a Ranger Boats Z520C bass boat. With the motor turning a Raker 14 ½” x 26” three-blade stainless steel propeller through a 1.85:1 reduction, we ran 71.7 mph at 5700 rpm and burned 22.1 gph, giving her a range of 131 miles. Best cruise was at 3000 rpm where we ran 32.5 mph and sipped 6.5 gph, providing a range of 203 statute miles.

We felt the torque of the 2-stroke in acceleration tests. The boat planed in 3.8 seconds and ran out to 20 mph in 5.3 seconds and to 30 mph in 7.1 seconds.

Another boat we tested 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 that were also powered by 250-hp engines. So what could have been a disadvantage for the boat builder – a heavier, slower boat – was mitigated with the extra power provided by the Evinrude H.O. engine.

Evinrude E-TEC G2 250 H.O.

Evinrude offers a 5-year anti-corrosion warranty that should make its engine appealing to saltwater boaters.

Warranty Matters

5 Year Anti-Corrosion Warranty. The Evinrude E-TEC G2 250 H.O. carries a five-year/500 hour anti-corrosion warranty. There are several reasons why Evinrude can offer this warranty, but the primary one is the titanium oxide coating that is applied electrostatically to all aluminum surfaces that might come into contact with saltwater. Evinrude can also offer this warranty because its steering mechanism is enclosed in an integral housing and its shift linkage is now digital and not external. Everything exposed to saltwater has been protected.

No Scheduled Maintenance for 5 Years/500 Hours

The Evinrude E-TEC G2 engines have many of the same advantages as the Evinrude E-TEC engines we’ve investigated for the past several years, including turnkey 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.

Evinrude E-TEC G2 250 H.O.

The Henry Ford mentality can take a powder – Evinrude offers five standard panel colors and 14 accent decal shades. Partner builders get their Evinrude engines to match their boat’s hull colors.

Revolutionary Shroud Design

The cowlings on engines in the 200-hp to 300-hp range are notoriously large and cumbersome. When a boat is offshore and there’s a problem that requires a visual check, the first issue is where to put the mammoth cowling. Evinrude’s solution is simple – once it has been seen.

Different Strokes. First, Evinrude wanted a cowling profile that was different, so the manufacturer created a high, tower-shaped profile that is offered in five standard panel colors with 14 available graphic decal colors. There is a skeletal “polytec” plastic frame to which the side, top, and front panels attach with quarter-turn fasteners. Port and starboard side panels are affixed to the skeletal polytec plastic with six quarter-turn screws. The screws have retaining rings on the back so they will stay on the panel. The ABS plastic side panels are light and easy to handle.

Evinrude E-TEC G2 250 H.O.

The Evinrude E-TEC G2 Series of outboard engines are the most advanced on the market today.


The Evinrude E-TEC G2 250 H.O. clearly has a lot going for it. We have tested over a dozen of these engines in vastly different applications, on bass boats, center consoles, multi-species boats and pontoon boats. Times to plane, fuel efficiency and top speeds have all been impressive.

We like the fact that Evinrude has focused durability. The motor’s beefy gear case, tilt shaft and substructures tell us that this engine is designed to last. The five-year corrosion warranty is noteworthy, and the fact that it needs no scheduled maintenance before five years or 500 hours make the Evinrude E-TEC G2 250 H.O. a compelling power option.


Already a member?