Backfire
02-22-2003, 11:54 PM
They are 2-strokes. 2-cylinder 50-something cubes (58 I think, don't hold me to that), the 3-cylinder is 79 cubes. Many common parts with 60 degree V4 & V6's. Weight claim on web site ("up to 100 lbs lighter") based on heaviest competitor motor they could find. In searching around, I found 2 cylinder about 30 lbs heavier than lightest competitor (Honda) and the 3 cylinder about 20 lbs lighter than lightest competitor (Yamaha).
Powerheads share same pistons/rings - bore is same as 60 degree enignes. New intake system eliminates annoying oil drip some of the older Fichts experienced. 2 cyl has single throttle body, 3 cyl has dual t-body. Pistons made from new alloy developed by NASA, use full skirt, about 3 times stronger than traditional aluminum alloy pistons.
Oil manifold is same as they're using today, new oil injector. Microprocessor & programming determine oil metering. Claims on web site based on "E-TEC Oil" and optional oil map, also 50 hours is based on ICOMIA duty cycle. If all you do is troll, oil will last longer, if all you do is go fast, will use oil quicker.
Just as the electronics in our PC's has gotten smaller and do much more, these engines use an advanced processor to control the usual stuff (monitor inputs & control outputs, you know the drill). Much smaller package than toady's DI engines.
Fuel injector is nothing like Ficht system, completely different. Injector is bi-directional, not like a solenoid. Injection pressure (at nozzle) 500-600 psi range, fuel pressure in rails still 20-30 psi range. Fuel lift pump from the venerable 55 commercial.
25A charging system, rope startable - 1 pull (yes, ONE) the average adult strength pull, a child or small woman might need two. 1/3 of a flywheel revolution produces enough juice to energize the necessary electronics, less than 1 complete rev is enough for microprocessor to determine sync.
Mid section & gearcases - 2 cylinder uses same as 55 commercial model, 3 cylinder uses same as 60 degree V4. Will use same line of props as current 3-cylinder & V4 2-strokes.
Component mounting (like tp sensor on throttle shaft) combined with non-adjustable linkage contribute to "no maintenance for 3 years/300 hours. Computer re-calibrates tp sensor every time throttle is closed. Gear lube change interval will be 300 hours. Motors that are barge tested run over 1000 hrs with ultra hpf, it comes out clean. In salt water use, fresh-water flushing would be a good thing. Auto-winterize feature still requires fuel stabilizer be mixed in gas tank and run thru engine. When activated, system oils the **** out of block and shuts engine off. The "closed fuel system" isn't any different than current DI engines, and no, there is no closed fuel cell in bost or a fuel return line to boat - USCG still frowns on that.
This sucker runs real quiet too. I was told when they brought in the CEO to check it out, they had a Honda 90 and the E-TEC 90 idling side by side in the tank - They had to turn off the Honda in order to hear the Evinrude.
Backfire ;)
Powerheads share same pistons/rings - bore is same as 60 degree enignes. New intake system eliminates annoying oil drip some of the older Fichts experienced. 2 cyl has single throttle body, 3 cyl has dual t-body. Pistons made from new alloy developed by NASA, use full skirt, about 3 times stronger than traditional aluminum alloy pistons.
Oil manifold is same as they're using today, new oil injector. Microprocessor & programming determine oil metering. Claims on web site based on "E-TEC Oil" and optional oil map, also 50 hours is based on ICOMIA duty cycle. If all you do is troll, oil will last longer, if all you do is go fast, will use oil quicker.
Just as the electronics in our PC's has gotten smaller and do much more, these engines use an advanced processor to control the usual stuff (monitor inputs & control outputs, you know the drill). Much smaller package than toady's DI engines.
Fuel injector is nothing like Ficht system, completely different. Injector is bi-directional, not like a solenoid. Injection pressure (at nozzle) 500-600 psi range, fuel pressure in rails still 20-30 psi range. Fuel lift pump from the venerable 55 commercial.
25A charging system, rope startable - 1 pull (yes, ONE) the average adult strength pull, a child or small woman might need two. 1/3 of a flywheel revolution produces enough juice to energize the necessary electronics, less than 1 complete rev is enough for microprocessor to determine sync.
Mid section & gearcases - 2 cylinder uses same as 55 commercial model, 3 cylinder uses same as 60 degree V4. Will use same line of props as current 3-cylinder & V4 2-strokes.
Component mounting (like tp sensor on throttle shaft) combined with non-adjustable linkage contribute to "no maintenance for 3 years/300 hours. Computer re-calibrates tp sensor every time throttle is closed. Gear lube change interval will be 300 hours. Motors that are barge tested run over 1000 hrs with ultra hpf, it comes out clean. In salt water use, fresh-water flushing would be a good thing. Auto-winterize feature still requires fuel stabilizer be mixed in gas tank and run thru engine. When activated, system oils the **** out of block and shuts engine off. The "closed fuel system" isn't any different than current DI engines, and no, there is no closed fuel cell in bost or a fuel return line to boat - USCG still frowns on that.
This sucker runs real quiet too. I was told when they brought in the CEO to check it out, they had a Honda 90 and the E-TEC 90 idling side by side in the tank - They had to turn off the Honda in order to hear the Evinrude.
Backfire ;)