1988 Evinrude 40hp VRO
Home web site for Evinrude
Home web site for Evinrude
Report from Dave
Specification:
2 Cylinder 2 stroke
40hp @ 5000 RPM
Twin Carbs
Long shaft
Manual tilting
Electric start
4 amp Non-Regulated Alternator
Oil injection
This engine came with the boat when I bought it and so far has proved reliable and economic using around 4-5ltrs an hour at about 15-20kts.
The oil injection seems to use very little, in fact I filled the tank up at the start of the year and it has
used about 2/3rds of a tank.
The only slight problem I have is that the engine seems to run fine and then the revs drop and if you leave it for a while,
it will pick up again almost like a surge effect. I must say that the engine is due for a full service and I suspect that there
may be some muck in the float chamber or something otherwise it runs as sweet as a nut.
I ALWAYS flush the engine with fresh water after every trip and leave the engine running with the fuel line disconnected to ensure most of the fuel is used from the carbs.
It would be nice to have powered trim but the engine wieght is not that heavy to lift up when coming ashore, however you must remember to flick the locking lever to allow the engine to kick up if it hits the bottom.
Useful site if you want to know the age of your Johnson/Evinrude go to http://www.marineengine.com/manuals/evinrude
You will need the serial number of the engine and this chart will tell you all you need to know.
Would I have another Evinrude? Yes!
Home web site for Yamaha
Report from Gary
Specification:
Engine Type: 4-Stroke/
3 Cylinder in-line
Displacement: 747 cm³
Performance mid: 22.0 kW (30 hp)
5500 R/min
Weight (Standard Model): 84.0 kg
Carburation: 3 carbs.
Fuel Tank Capacity: Seperate, 25 litres
Lubrication: Wet-sump
Lighting Coil/Alternator: 12V-6A (AM)
Starter System: Manual (AM) Electric (AE)
The engine on my 520 is a Yamaha 30hp 4-stroke. This frugal engine delivers clean, smooth, efficient power, and it constantly amazes me just how much
quieter 4-stroke is than 2- stroke.
In the 9 months I have owned the engine I have found it to be extremely efficient and have experienced none of the
cutting out problems that I have read can plague 4-stokes.
Home web site for Mariner
Report from Dave
Specification:
Propshaft Horsepower: 60-hp (44.7 kW)
Max RPM (W.O.T.): 5500-6000
Cylinders/Configuration: 4 (in-line)
Displacement: 57 cu. in. (935cc)
Bore & Stroke: 2.48 in. x 2.95 in. (65mm x 75 mm)
Exhaust System: Through Prop
Lubrication System: Wet sump with pressurized lube system
Cooling System: Water cooled with thermostat and fresh water flush
Ignition System: CDI with electric spark advance
Starting System: Electric
Alternator: 18 amp (223 watt)
Gear Ratio: 1.83:1
Gear Shift: F-N-R
Steering: Tiller or Remote
Trim System: Power Trim
Shaft Length: 20 in. (508mm)
Weight-Dry: 224 lbs. (112 kg)
Operator Warning Systems: Overheat, low oil pressure, over revs limit
This engine is mounted on my Warrior 165 and I have found it faultless is its operation.
It starts first time and idles like a dream and yet it is super quiet when running. Open the throttle and the
response is instant.
Fuel consumption at various speeds has worked out about 0.9ltrs/mile.
It is vital that the engine is flushed through with freshwater after every trip if used in saltwater to prevent build up of deposits in the waterways which would lead to costly repairs.
Would I have another? You bet!
Update
I thought I would update my report on this engine as I have had it nearly 2yrs now. I purchased the boat and engine second-hand in February 2004 with 28hrs on the clock.
It has now completed just over 125hrs and I have had one service earlier this year, 2005, which the price came as a bit of a shock as I had it serviced professionally by a dealer.
However the engine did perform better and seemed more economical than before. I said originally that if I needed to change or replace the engine I would buy another, however now I am not so sure,
Mariner/Mercury engines are the "Ford's" in the marine world and you can get them fixed almost everywhere as spares are readily available but like Fords they are not always the best and other manufactures have
moved on technically. Suzuki have jumped forward and from I have heard, seem to be the preferred engine on Warriors as it seems to have more power and quieter in operation. Honda seem to have been the bench mark but their
price has always been higher but they give a long warranty. Yamaha also have improved but it seems the "new kid on the block" is the Evinrude E-Tec are the ones to watch!
It would seem that the current trend is to go for the biggest engine the boat can take, and you can afford, which can prove to be the most economical as you do not need to run flat out. A fishing buddy has an E-Tec 75 on the back of his Warrior 150 and is like a missile. A lot of people are going for 70 -75hp on the 165 just to give them that bit more grunt when carrying 3 or 4 up plus all their gear.
So to respond to my question would I have another? Well I would have to think long and hard about other makes and I would suspect the answer would be no unless I got a super special deal. Don't get me wrong, it is a good engine but time and technology have moved on and they are not the quietest when on the move but they do go on and on and on if you give them a little care and attention.
Home web site for Mariner
Report from Ian
The aux motor's another Mariner, a 15hp unit sitting on a home made bracket of marine ply bonded up as thick as possible for the outboard
bracket's widest setting for maximum rigidity/strength.
There's only just enough clearance to deploy the motor with the big engine hauled up to its park position.
A downside of this arrangement is having to sit on the stern to steer, but since it's a backup-only, we're reasonably content with this set up.
With this we can get up to around six knots or so. it's enough for a get-home, or sufficient to prevent a wreck by allowing us to stand offshore with a little
power available, to let us attend to whatever's upset the big motor.
Using the same brand of engine for the aux meant no complications if the need arose to swap fuel lines over between engines. Both use 50:1 mix
ratio, being middle-aged units - but with less hours' use than their age might suggest.
This spare engine's fired up each trip, to ensure that it's not seized up from neglect from weeks of non-use, it's extremely reliable in this way.
We're often surprised to see other boats going out with no aux engine visible. Trying to fit one of those to a bracket once afloat, and on the
point of an emergency, seems to us to be just plain daft - with the boat bucking around in a swell, it'd be close to impossible.
Home web site for Evinrude E-Tec
Evinrude are producing an outboard engine that meets the new standards in emmisions, yet needs no dealer maintenance for THREE YEARS or 300 hours of normal recreational use and NO OIL CHANGE for the same period. Add to this the fact that there is no running in time, it's full throttle from the start, the quietness of the engine and Sure-start System that means no choking and no priming, and you have the sort of troble free outboard you could only dream of.
The E-Tec auto lube oiling system eliminates the mixing of oil and fuel. Complete combustion prevents virtually any oil escaping into the enviroment. You'll never have to change the engine oil
or change the oil filter, just top up the oil each year.
The low friction design means there are no belts, no powerhead gears, no cams and no mechanised oil pumps. This really is a differant concept in outboard technology.
At the moment the E-Tec range covers the 40hp to the 90hp market with the bigger engines from 100hp to 250hp being introduced in 2006. You also get a choice of engine colour, blue or white>
Evinrude and Johnson outboards are distributed in the UK by Jets Marivent based in Wimbourne, Dorset and can be contacted on 01202 856380 to obtain details of your nearest dealer.
I have seen that to get the best out of these engines you do need to use Evinrude's special oil XD100. They produce a couple of grades one for summer and one for winter use. It costs a little more but seems to resolve any problem you may encounter with the engine not getting maximum power.
Report Evinrude ETEC 75 hp by John
Specification - 75 & 90 Models
Displacement - 79.1cu.in (1296cc)
Engine type - In-line, 3 Cylinder, Two cycle, E-TEC
Full Throttle Operating Range - 4500 to 5500 RPM
Power - 75hp (56kw) @ 5000 RPM
Power - 90hp (67.1kw) @ 5000 RPM
Idle RPM in Gear - 700 +/- 50
Idle RPM in Neutral - 600 +/- 50
Ignition Timing - Not Adjustable
Emission Control System per SAE J1930 - ECM, E-TEC (Engine Control Module, E-TEC)
Fuel requirments - 87 Pump Posted AKI (90 RON)
Oil Lubricant - TC-W3RL NMMA-certified oil or Evinrude/Johnson XD100 oil
Oil Capacity - 3.0qt (2.8 ltr)
Warning Signals - Conctrolled by outboard's EMM
Battery, Minimum - 640 CCA (785 MCA) 12 volt
Spark Plug - Refer to ECI Label
Fuel Filter - In-line Replaceable
Battery Charging - 25-Amp, Fully Regulated
Gearcase Lubricant - Evinrude Ultra-HPF
Gearcase Capacity - L Models - 26 fl.oz (770 ml)
Gearcase Capacity - X Models - 42 fl.oz (1250 ml)
Power Trim/Tilt Fluid Capacity - 21 fl.oz (622 ml)
Weight - L Models - 320lbs (145kg)
Weight - X Models - 335lbs (152kg)
Sound at Drivers Ear - 76.8dB(A)
Transom Height - L Models - 19.5 to 20 inches (495 to 508mm)
Transom Height - X Models - 24.5 to 25 inches (622 to 635mm)
I bought this engine in February 2005 as a replacement for a Mariner 60hp Bigfoot.
A friend who has owned one since 2004 recommended the Evinrude to me.
Further reasons for buying include: -
No running in, the outboard can be used to the full straight from the box.
No servicing for the first three years, as a service can cost as much as £200 this was a major factor.
No winterising, you can do this yourself very easily.
Very quiet, as quiet as a four stroke.
Same fuel consumption as a four stroke.
Uses much less oil that conventional two stroke.
The ETEC has an enormous amount of low rev torque and will get my 150 Warrior on the plane with three adults and all their gear easily.
In the year I've owned it, it's started first time every time without having to "fiddle about" with choke or fast idle, on the ETEC they're both automatic.
The fuel consumption has been on average 5-7 mpg.
I've fitted Doel fins to the engine but that was to make the boat run flatter to stop porpoising.
The Etec is fitted with engine sensors to warm of low oil, no oil, engine temp and engine check.
In the event of you running out of oil the engine control module will go into S.A.F.E. mode this will reduce revs and allow you to get home.
This has led to the only slight problem I've had, in extreme cold the oil viscosity prevents the ECM from detecting oil sending it into SAFE mode. This can be remedied by using Winter Oil or by warming the engine up.
A good safety feature is on the kill cord, if the cord is detached the outboard will stop but can be restarted without having to re-attach the cord, useful if the driver has fallen overboard and has drifted away from the boat.
Would I buy another? On the current performance, yes without hesitation.
Specification
Evinrude E-tec 40hp
Power Trim and Tilt
Remote steering
Electric start,
Long shaft - Shaft length 508mm
Blue engine.
In line 2 cylinder E-Tec Direct Injection
Full throttle operating range: 5000-6000 RPM
3 year non-declining limited warranty
Weight: 109 kilogram
Also available - tiller steering, rope start 40hp E-Tec and a manual tilt engine.
By Paul
I had previously been operating an Orkney 520 with a Honda BF30 4 Stroke engine which had a manual tilt /trim and was some 8 years old. The engine was only pushing the boat along at 15 knots max and she was hard to get on the plane. The last service, I had the carbs cleaned through at a cost of nearly £300.00, so was a little disillusioned when no gain in power was achieved. Time for a new engine….
I considered getting another Honda but this time a 40 HP engine as I have seen Orkney 520’s fitted with 40HP engines and Orkney themselves state it is not the power or indeed the weight which is the limiting factor but more the hull speed ( max speed of 23 knots advised ).
A Honda 40HP was considered along with other manufacturers 4 stroke offerings ( in particular Yamaha, Mercury and Mariner ). The downside with the Honda is it is not an EFI engine, ditto with the smaller Yamaha. The Mercury was an EFI engine but what about the servicing costs ?
I then noticed the Evinrude E-Tec engines. 2 stroke but with a difference. Less maintainence ( 3 years between services ), fuel efficiency equal to or better than 4 strokes, less moving parts to go wrong. 3 star emissions. Could the engine itself live up to all the hype I wondered.
I then searched the internet to look for dissatisfied E-Tec owners. Most seemed to praise the engines and I couldn’t find any critics who had actually owned one. So I opted for the E-Tec 40HP twin cylinder. Would this be a smooth as a 3 cylinder 4 stroke I wondered ?
– Have I made the right choice ? Will I regret the decision ?
I had the engine installed by L&J Marine in New Milton and was well pleased with the installation – the only niggle being the control cables seemed a little on the long side. The profile of the engine is lower than the old Honda BF30 but the gearbox and propeller seem massive
( The 40 HP E-Tec is the same cylinder and gearbox as the 50HP and the 60HP ). Contrary to popular belief there is no weight advantage in choosing the 40HP E-Tec over a 40HP 4 stroke, both being within 10KG of each other ( the E-Tec actually being heavier than the 4 stroke ).
I opted for the power trim and tilt version which is a wise move when steaming out of Christchurch harbour.
The engine comes with a rev counter and 4 leds to indicate the engine status along with a trim position gauge. The throttle controls appear like they may be a little flimsy and look like they could be easily broken ( time will tell ).
The engine can be set up to use “standard” 2 stroke oil or Evinrude’s synthetic oil. I chose the synthetic oil which gets burnt at half the rate as the “standard” 2 stroke oil but costs almost twice as much. During setup the owner’s name is programmed into the engine’s EMC ( good security feature ).
Weather conditions then meant I had to wait nearly 2 weeks before the first trial. At long last I launched the boat at Wick, lowered the engine, primed the fuel and turned the key. Engine fired instantly ( and by instant I mean in a fraction of a second ).
The first impression was the engine sounded a much deeper, growling sound compared to the almost silent Honda when idling. The engine also caused my fishing rods to rattle somewhat, but this rattling disappears after 15 hours as I have just found out….
I set off up river and out to sea, increasing revs and the engine runs incredibly smoothly at around 2000 RPM ( when the mode of fuel usage changes from burning extremely weak mixture to a stronger fuel/air mix ). I then increased the revs up to around 5000 RPM at which point the Orkney was travelling at some 24 knots.
I found out quickly that the engine had to be fully trimmed in to the hull at this speed, otherwise porpoising occurred. What was most impressive though was the pick up from steaming slowly to planning at speed. The engine is a beast with breathtaking acceleration.
WOT straight out of the box is a feature of this engine and it just feels like it wants to be opened up. The sound at higher revs is no louder than a 4 stroke and indeed I find it quieter, with a nice sounding grumble at speed.
A further two trips and I noticed that the engine was using incredibly small amounts of fuel. ( On my last trip out I had a buddy boat which was a Boston Whaler of same length as the Orkney which was powered by a 60HP Mercury Blueband – this used some 35 litres of fuel as opposed to the E-Tec,
Orkney 520 combination which used no more than 9 litres of fuel).
Downside I have found to date has been the extra weight meaning I have to trim the engine in fully at speed and the cabling to the power trim can get caught under the trailing tilt bracket when the engine is stowed. The boat trim I have since rectified by installing a pair of Nauticus Smart Tabs ( report below ).
There are numerous upsides to this engine. Meagre fuel consumption, awesome performance and acceleration which no comparable 4 stroke could achieve. 3 year maintenance cycle – no oil changes.
Would I choose the same engine if I could start again and choose from scratch. Yes I would most definitely.