Home web site for Evinrude
Report from Dave
2 Cylinder 2 stroke
40hp @ 5000 RPM
4 amp Non-Regulated Alternator
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
Engine Type: 4-Stroke/
3 Cylinder in-line
Displacement: 747 cm³
Performance mid: 22.0 kW (30 hp)
Weight (Standard Model): 84.0 kg
Carburation: 3 carbs.
Fuel Tank Capacity: Seperate, 25 litres
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
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!
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 what 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.
Evinrude E-tec 40hp
Power Trim and Tilt
Long shaft - Shaft length 508mm
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.
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 traveling 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.
Suzuki DF6 4-stroke
The ultra modern design DF6 Suzuki 4-stroke engines running on unleaded fuel are said to give you 50% more economy, or put another way you’ll travel twice as far on the same amount of fuel.
It’s a single cylinder, overhead valve engine with a bore and stroke of 62 x 46 and an operating rev band between 4750 and 5750 revs per minute.
Its displacement is 138cc’s making it the largest in its class and with impressive low to mid range torque and rapid acceleration throughout the throttle range.
The power output is 4.4kW, with the exhaust gasses discharged directly through the propeller hub, and the engine obviously meets the new 2005 EU emissions standards.
Starting is manual with a manual choke. The inclusion of a Digital Capacitor Discharge Ignition and compression reduction provides easy starting in all conditions. This also combines the ignition coil and the control processor in to a corrosion resistant single unit giving precise control of the ignition timing, plus produces stable idling and has a built in rev limiter to fully protect the engine. Electrical generation is via a powerful 12V 6a (OP) alternator.
The gear ratio equates to 1.92:1, and the drive train is protected by a traditional shear pin designed to break before the drive train comes under full load.
The propeller is a 3 bladed type, and trim and tilt control is manually selected.
Also important is that the water pump housing is made from stainless steel to minimise corrosion, plus you have a very convenient external water flushing system to fully clean the engine with freshwater after use.
The fuel tank is integral and holds 1.5-litres, but you also have the option of running off a remote fuel tank for longer working range if required.
Another top feature is that the tiller handle is mounted on the steering bracket with the helmsman able to sit well forward to improve weight distribution at the stern. You also enjoy 180 degree steering giving good all round maneuverability.
The overall weight of the short shaft version is just 25kgs, with the long shaft weighing a kilo more. There is also a large carrying handle for easier portability from your vehicle and when lifting the engine aboard or on to pontoons.
The Suzuki DF 6hp outboard is proving a big seller to anglers looking for an auxiliary motor to back up the main engine on boats typically between 15 and 18ft. It’s also the ideal size for anglers as a main power unit for smaller open boats designed for estuary fishing.
For more information access the Suzuki website at www.suzuki-marine.co.uk and click on Suzuki Main Dealers and use the search facility to identify your nearest Suzuki dealer.
Suzuki 150 & 175 4-stroke
These motors feature a big block in-line four-cylinder design that offers the largest displacement, rated at 2867cc’s, of any 4-stroke, four cylinder engine in the same power class.
It offers increased low down torque to power big boats out of the hole with smooth acceleration through planing speeds to flat out throttle. This improved design also offers advantages in weight with the motors weighing only 465lbs or 211kgs. Suzuki say that makes them lighter than any other competitive engine of the same size.
Both motors sport dual overhead cams and four valves per cylinder. They are built with forged aluminium pistons which being lightweight help the engine reach high revs quicker producing a quicker throttle response time. The engine is designed to breath efficiently via an exclusive three piece composite intake manifold to give an efficient fresh air flow path from the intake at the rear of the cowling.
Suzuki’s multi-stage induction system automatically changes the length of the intake manifold pipes adjusting them to the current engine speed for better combustion and to maximise performance at any rpm. Another exclusive is the spherical bore throttle body producing a smoother airflow when the throttle is initially opened.
The bigger DF175 is fitted with Suzuki’s proven variable Valve Timing (VVT). VVT sees the intake valve timing continually adjusted to give maximum performance, plus improves fuel economy but reduces emissions.
Both the 150 and 175 offer advanced digital sequential electronic fuel injection for incredible performance and instant throttle power, again this also reduces emissions in to the atmosphere but gives greater fuel economy. A powerful onboard 32-bit computer can monitor engine sensors and controls the fuel injection and direct ignition systems for optimum performance in all conditions.
The advanced fuel system utilises a water cooled heat exchanger lowering the fuel temperature prior to it reaching the engine increasing the density of the fuel to boost power output.
A high output 44-amp alternator features a water cooled regulator to improve reliability. Both motors are also supplied with a standard battery isolator system to keep the power flowing where it’s ultimately needed. This allows you to drain your boats auxiliary battery powering the radar, fish finders and other electronics, while still maintaining a full cranking battery. When the motor is re started, the system will automatically sense the low charge in the auxiliary battery which is recharged quickly.
For rapid acceleration Suzuki have pioneered a super strong lower unit and gear case with a final drive ratio of 2.50:1. In class it’s the lowest gear ratio and can handle larger diameter and higher pitched propellers than competitive motors. They are also available with counter rotation for dual engine application.
Other features include a counter balancing system chain driven off the crankshaft and mounted to the block designed to minimise horizontal vibration. There is also a Thrust Mounting System to absorb and educe engine vibrations at speeds under 2000rpm, plus Suzuki’s offset driveshaft design lowers the engine profile and brings the engines centre of gravity forwards on the transom for improved balance to smoother operation
The engines also offer a user adjustable tilt limit switch to stop the motor tilting past the pre-set limit, two fresh water flush ports are available for easy flushing through of the cooling system after use, even with the boat still in the water, and a three-piece cover gives easy maintenance access to the engine.
Selva Black Bass 7.5hp 4-stroke
Selva Marine seem to be one of the quieter companies in the trade, and few people realise that Selva is now the only manufacturer of outboard motors in Europe, but working in conjunction with top outboard manufacturers on a worldwide basis. They still machine engines direct from a plain block of Aluminium, and currently are making engine components for both the Yamaha and Yanmar groups.
They recently introduced a cracking little 7.5hp Black Bass 4-stroke model that is selling well across the board to a wide variety of boating people, including anglers.
It’s a single cylinder, manual start, 165cc Overhead Cam engine with a bore and stroke of 63 x 53mm. The rev limit range is 5500/6000rpm. Fuel is fed in via a single carburettor and it also features an Electronic Ignition Advance System and C.D.I ignition to maximise the spark performance. Strategically placed sacrificial anodes minimise engine corrosion problems. It also offers an optional 12V/70W Alternator.
The exhaust fires through the propeller, which is three-bladed with a built in spring-drive. The engine is obviously water cooled through a driven pump. The transmission ratio is 13/30, and the engine sports a shallow water drive feature to protect the prop and transmission leg when running over shallow ground.
The engine also features steering friction adjustment, a manually operated four position trim adjustment, has a full 360-degree steering angle, plus twist grip throttle control and front located shift lever.
The engine runs off a remote fuel tank, but even so the overall weight of the engine is an incredibly light 27kgs. Thanks to the light fingered fraternity no one working off a swinging mooring, moored inside a Marina, or even when parking the boat inside your house drive nowadays risks leaving the auxiliary motor fixed on the boat. With this in mind, being so light the Black Bass is so much easier to fit and remove, and to transport around, plus it makes the ideal tender engine for getting to and from a bigger vessel moored inside a harbour when you need to walk the motor to the tender.
This compact and highly economical engine is also ideal for coupling to a smaller open dinghy up to 14ft as the main power unit for fishing inside estuaries and tight in to shore over reefs in good weather for bass, bream, mackerel and general bottom fishing.
FOR MORE INFORMATION
Contact Selva Marine Sales (UK) Ltd, 22 Lilliput Road, Poole, Dorset, BH14 8JZ. Tel: 01202 706454. E-mail: firstname.lastname@example.org and also check their website on Selva Marine
The new F70 has the best horsepower-per-liter ratio in its class and weighs 51kg less than Yamaha’s four-stoke F80. The benefits of the F70 come from engineering features developed specifically for this outboard. Foremost is the unique four-cylinder, single overhead cam, four-valve-per-cylinder design. Most powerheads that employ four-valve-per-cylinder designs do so using two camshafts, one for each pair of valves on either side of the cylinder head. The F70 four-valve-per-cylinder powerhead uses a single cam design, which saves weight and reduces the parasitic losses associated with the friction of having an extra cam. The four-valve-per-cylinder design also allows the powerhead to have 17 percent more intake valve area, which translates to higher volumetric efficiency.
Combine that with ten per cent lighter pistons compared to those used in similar powerheads, and you get a higher rpm operating range (5300 to 6300), which translates to greater power and speed. At the same time, the F70 has a high 2.33 to 1 gear ratio. The powerhead also employs an anti-knock sensor to optimise ignition timing and a compact single-throttle valve with a long-track induction system for maximum power and thrust.
The fuel economy of the new Yamaha F70 is far superior to that of the Yamaha 90CETOL, and better than the Yamaha F80. This is due, in part, to the outboard’s multi-point fuel injection and its unique internal engineering.
It also has a handsomely designed compact exterior that gives it a family resemblance to Yamaha’s newer outboards. Though small in stature, the F70 can use many of the convenience features associated with Yamaha’s larger outboards. For example, the F70 is compatible with Yamaha’s DNG multi-function gauges and can use either square or round versions.
It comes with Yamaha’s exclusive Variable Trolling RPM Control, which is usable with either Yamaha’s Multifunction Tiller Handle or DNG tachometer. It also uses Yamaha’s “K” series of propellers, which offers a broad selection of props to fit a wide array of applications. Finally, the new F70 is also fitted with Yamaha Customer Outboard Protection (YCOP™), the electronic system that works through the outboard’s Electronic Control Module (ECM) to render the outboard unable to start without the electronic key fob.
The outboard is delivered with two matched, water resistant key fobs that electronically arm and disarm the system. The F70 can also be equipped with the Yamaha Multi-Function tiller handle. The F70 is three-star certified by the California Air Resources Board (C.A.R.B.) and conforms to RCD (2006) emission and noise regulations.
Engine type 4-stroke
Displacement 996 cm³
No. of cylinders/Configuration - 4/In-line 16-valve SOHC
Bore x stroke - 65.0 mm x 75.0 mm
Prop shaft output at mid range - 51.5kW / 5,800 rpm
Full Throttle Operating Range - 5,300 - 6,300 rpm
Lubrication system - Wet sump
Electronic Fuel Injection - EFI
Ignition / advance system - TCI/Micro-Computer
Starter system - Electric with Prime Start™
Gear ratio - 2.33 (28/12)
Recommended boat transom height - L:508mm X:635mm
Weight with propeller - F70AETL: 119.0 kg, F70AETX: 121.0 kg
Fuel tank capacity separate, 25 litres
Oil pan capacity - 1.9 litres
Steering Remote Control
Throttle and Shift Controls Remote Control
Trim & Tilt method (trim angle) Power Trim & Tilt
Light coil / Alternator Output 12V - 16A with rectifier/regulator
Yamaha's web site - http://www.yamaha-motor.eu/eu/products/marine-engines/four-stroke/f70.aspx
Developed from the original F40B four-stroke design, the basic three cylinder, 747cc block has been around for some time and has proven to be a dependable and robust unit. The two valves per cylinder, single overhead camshaft layout is both compact and simple, while Yamaha’s ultra-reliable toothed cam-belt system is similar to that found on most modern cars, offering a quiet and maintenance free solution to driving the OHC.
The latest F model made its debut at the London Boat Show in 2009 boasting both styling and technical updates, and was the first of Yamaha‘s latest generation outboards to wear the smart new rounded cowls, which are now common to most of the bigger Yamaha outboards.
Electronic Fuel Injection
The biggest technical change to the new model was the addition of Electronic Fuel Injection, which replaced the old triple carb set-up. Fuel is delivered to the cylinders via Yamaha’s Multi-Point injectors and the engine breathes through a single throttle body connected to long intake manifolds, which have been pulse tuned for strong low and mid-range power.
Fitting EFI, plus the many accompanying changes to the ECM (Engine Control Module) system brought many benefits that will be appreciated by all those running a small fishing craft, including better performance and economy, lower emissions, plus a Variable Trolling RPM and the Y-COP remote immobiliser system, which locks the engine at the push of a button. Incidentally the ECM now also boasts Yamaha’s YDIS diagnostic system where a dealer can plug in a laptop to see what’s going on.
Benefits To Anglers
The Variable Trolling and Y-COP really are a benefit to us anglers and set this engine apart from its peers, offering real assets to any coastal fishing craft. The Variable Trolling RPM feature allows the engine ‘tickover’ revs to be adjusted in 50rpm increments at the touch of a button on the gauges, to allow you to hold the boat against the tide over a mark or to make trolling lures easier without constant adjustment of the throttle. This is particularly useful when you’re trying to cover a small area and are constantly turning around – one minute you’re going with the tide, the next you’re against it. Using this feature allows you to troll your lures at say, a steady 2.5 knots.
The Y-COP remote locking immobiliser adds a very welcome level of additional security to both boat and engine. Weighing in at under 100kg and often stored on a trailer, this engine could be lifted off a boat so being able to lock down the ECM to prevent the engine starting will give real peace of mind. A useful warning sticker informs the would-be thief to stay well away. Other features that come with the fitment of EFI include the ability to link the engine into Yamaha’s Digital Network Gauges via the Yamaha LAN wiring system. If you fit the multi-function Speed/Fuel meter, which incorporates a real time fuel flow meter, you can adjust your revs and trim to find the sweet spot for your boat to minimise the fuel burn and maximise the range from your tank - very useful when going to those offshore marks. The engine is also compatible with the NMEA2000 marine data standard, so if your craft has a fishfinder or plotter that can take this data feed, the engine functions can also be shown on the screen.
Loads Of Options Available
There are quite a few variants of the F40F available, so there should be one that is ideal whatever type of fishing boat you have or intend to buy in the future. Long shaft and short shaft engines are available to match different transom heights, and the engine can be specified as either tiller or remote control.
The tiller versions have the gear-change and safety lanyard conveniently mounted on the tiller. You will also find two different tilt options, the most popular being the normal power Trim and Tilt system, the other being Yamaha’s Hydro Tilt, which simply adds assistance to manually lifting the engine and does not require a hydraulic pump.
All the models are electric start and boast a 16 Amp 12V alternator, which should keep your battery charged even if you are running fishfinders and plotters.
Quality wise the F40F is, like all Yamaha outboards, built to a very high standard using the company’s exclusive YDC-30 aluminium, which was developed especially for the harsh marine environment. Plenty of high quality stainless steel fittings and a five stage exterior coating, which is oven baked for hardness, will keep the engine looking good for many years. Covered by a five-year warranty, the F40F should hold its resale value very well too. So the F40F seems to have all the feature boxes ticked – but is it the perfect small boat engine? We think so, and at just £5,589 RRP it’s a small price to pay for such a high-performance engine.
Type: - 4-Stroke
Displacement: - 747cm3
No of cylinders: - 3 In-line
Bore x Stroke (mm): - 65 x 75
Prop shaft output at mid range: - (kW/ rpm) 29.4 / 5500
Full throttle range (rpm): - 5000 - 6000
Lubrication system: - Wet-sump
Electronic Fuel Injection: - EFI
Ignition/advance system: - DC-CDI Micro-computer
Starter system: - Electric (FE)
Gear ratio: - 13:26
For more details and to find a dealer, visit: www.yamaha-motor.co.uk