2020 Evinrude E-TEC G2 150hp review

In 2017, Evinrude launched a new-generation 150hp E-TEC outboard engine on the Australian market. Featuring a narrow-bank bent six, at the time it was the only 150hp two-stroke outboard engine on sale here giving it a big point of difference in the market.

Jump to today, and suddenly the V6 has a rival from within – an all-new three-cylinder two-stroke that rivals it for performance, fuel economy, technology and, in a big benefit for Evinrude’s recently acquired Aussie-built alloy boat range, weight.

As we’ll discover, the new oversquare 1.9-litre three-cylinder engine is much more than just the V6 cleaved in half. For recreational boat owners, it’s a terrific and powerful option that’s a viable alternative to more bulky-packaged four-stroke technology.

Evinrude has had three-cylinder outboard engines in its line-up before, but never as powerful as this.

The new 150hp Evinrude E-TEC G2 outboard engine, codenamed the K150GLF (20-inch) and K150GLP (25-inch) configurations, is built around a 1.9-litre in-line three-cylinder block – a surprisingly large displacement for a triple.

It differs from its less powerful 140hp and 115 HO siblings in that to eke out the extra horsepower, the Evinrude 150hp E-TEC G2 uses the same RAVE (Rotax Adjustable Valve Exhaust) two-stage exhaust system used in the V6-engined 150hp model to yield more top-end performance.

The big advantage of the two-stroke system is that the engines have fewer moving parts compared with their four-stroke counterparts, making them lighter and in need of less maintenance. Under certain operating conditions, a two-stroke engine can be more fuel-efficient than a four-stroke.

However, this new 150hp triple is significantly lighter than existing engines of equivalent horsepower, meaning a twin-rigged boat can pile on performance minus the hefty weight penalty.

The new engine platform is also future-proofed with Evinrude’s i-Steer and i-Drive systems, as well as the Icon II generation of digital throttle controls.

The engine’s pistons are made using an alloy originally developed for NASA’s space program that’s significantly stronger than traditional materials.

The new-generation G2 engines also have a limp-home mode that kicks in if the unit overheats or malfunctions somehow. The limp-home mode means that even if the engine is struck down with a problem, you will still be able to move – although at a reduced speed.

The outboard engine’s electrically assisted power steering system is integrated into the midsection, and includes an adaptive steering resistance that helps with handling and control in tight turns.

Evinrude also boasts the 150hp E-TEC G2 outboard engine runs one of the biggest alternators in its class, providing 14 amps at idle and 22 amps at wide open throttle, at a combined 50 amps net.

All the engine and steering connections route to the engine using a single access portal.

Along with the new engine comes all-new propellers to push it through the water. The four-blade RX4 is optimised for traction and turns, while the three-bladed RX3 tested here is best suited if you’re considering ticking the box for Evinrude’s i-Dock joystick control system. The latter also the better all-rounder, especially in terms of fuel efficiency.

One of the innovations added to this engine is an easily removable top cover that provides access to the 7.2-litre tank that feeds two-stroke oil into the engine. The company also says buyers have the choice of more than 300 colour options for the engine’s side panels, top panels and accent (also called the “swoosh”) stripes. After all, this new engine range is designed to stand out from the crowd – Evinrude wants it to look like no other outboard engine out there.

Queensland’s Whitewater Marine has the 150hp Evinrude E-TEC G2 priced from $19,500 fitted, including standard controls, gauges and an RX3 propeller. This is only $560 more than stepping down to the 140hp triple (which doesn’t have the RAVE valve timing) and $1550 more than the entry-level 115 HO outboard engine.

An equivalent Yamaha F150 V6 carrying an extra 20-odd kilos of bulk will cost more than that fitted and with a prop and controller tacked on, but not significantly more. Where you’ll see the benefit, though, will be in ongoing maintenance and servicing of the E-TEC G2 compared with four-stroke equivalents – no dealer attention is needed for the first five years or 500 hours.

In terms of gauges, the outboard engine can feed data to either a rectangular and graphic Icon Touch 4.3 CTS full-colour touchscreen, or a more basic circular Nautilus 3.5 colour screen that shows just the numbers.

The engine includes 81 degrees of tilt so that you can lift it clear of the water, minus 6 to plus 15 degrees of trim, and steering angles of 38 degrees for the standard 508mm (20-inch) shaft engine and 40 degrees for the 635mm (25-inch) longshaft engine.

The first question in my mind when I jumped behind the helm of this benchmark-setting three-cylinder engine was how the hell could it hold its own against much larger-displacement rivals with double or more the cylinder count.

At low revs, it doesn’t. Hole shot performance is around about what you’d expect from an equivalent four-stroke outboard engine, pushing our Stacer 529 Assault Pro Tournament test boat sitting on its Revolution Hull up onto the plane easily, but not expeditiously. If speed to plane is important, the 2.7-litre V6-powered 150 HO is there in the showroom as an option.

Part of the reason for the slower pace to plane has to be down to our test boat – it’s the boat that Stacer uses to trial new bits and pieces before rolling them out. Our loaded Stacer 529 Assault Pro Tournament contained a fully timber-lined and carpeted deck, different hinges being trialled for durability, trolling motor and batteries, and more. With three people onboard and a belly half-full of fuel also bogging it down, the combined mass was no lightweight for the new 150 to push around.

But where the 150hp Evinrude E-TEC G2 outboard engine did excel was its midrange response. Pop the boat up on the plane, and all of a sudden there’s this delicious, torque-laden band of revs running up from about 3500rpm to around 5000rpm where small throttle inputs were almost instantly answered from the transom.

Need to tap some instantaneous poke to overtake a slower boat? No problem. Wave breaking behind as you’re crossing the bar? Just bump up the throttle to tap another thick slab of performance.

Evinrude has done a heap of work on noise suppression, so this engine is sublimely quiet for a two-stroke low in the rev range. There’s a lot less typical two-stroke head-toss at idle, too, making it a surprisingly smooth operator.

The 150hp Evinrude E-TEC G2 outboard engine is a stellar performer when paired with our alloy Stacer test boat. At low revs it feels like a smaller engine, but get the revs up into its peak performance band and the 150hp output feels responsive and muscular.

It will be interesting, though, to see how the new engine performs on a heavier 150hp-rated fibreglass boat.

Specifications
Model: Evinrude 150hp E-TEC G2
Engine type: Two-stroke DFI K150GLP
Cylinders: 3, in-line
Fuel delivery: Direct injection with stratified low rpm combustion mode
Weight: 191kg (lightest model), 196kg (heaviest models)
Displacement: 1868cc
Bore/stroke: 98mm x 82.6mm
Maximum output: 150hp
Operating range: 5000-6000rpm
Shaft length: 508mm (20-inch), 635mm (25-inch)
Alternator: 14 amps @ idle, 22 amps @ WOT
Trim method: Auto/manual power trim/tilt (81 degrees tilt, -6 to 15 degrees trim)
Gear ratio: 2.08:1
Oil tank capacity: 7.2L
Counter rotating: Available
Servicing: None for five years. Annually/every 100 hours thereafter
Emissions rating: CARB three-star
Warranty: Five years (3yrs BRP limited warranty/2yrs BRP extended service warranty, recreational use)

Priced from: $19,500 including fitting, standard controls, gauges and RX3 propeller

Supplied by: Whitewater Marine