2020 Evinrude E-TEC G2 140hp review

Evinrude has launched a new 115hp to 150hp mid-performance engine range using clean-burn two-stroke technology and, in a trip back through time, a return to an odd cylinder count. We trialled the new 140hp version of the outboard engine while out on a run from South Stradbroke to Jumpinpin at the helm of a new Yellowfin Plate 5800 Folding Hard Top.

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The new Evinrude models include entry-level 115 HO and top-end 150hp models, but the one we’re interested in here is the new 140hp member of the three-cylinder outboard engine family, the Evinrude E-TEC G2 140hp.

This engine is almost exactly the same as the 150hp version, although without the RAVE (Rotax Adjustable Valve Exhaust) two-stage exhaust system that the 150hp version borrows from the V6-engined 150hp model to yield more top-end performance.

In short, where the freer-breathing 150hp version will continue to power up high in the rev range, the 140hp outboard engine will run out of puff a bit sooner.

This new 1.9-litre oversquare outboard engine – a surprisingly big displacement for a three-cylinder unit – replaces the narrow bank V4-based 140hp version that measured only 1.7 litres despite having an extra pot.

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.

The Evinrude E-TEC G2 140hp weighs from 177kg for the lightest K140GLF version. That compares with 217kg for Honda’s 2.4-litre BF135, 206kg for the 3.0-litre Mercury 135, 179kg for Suzuki’s 2.0-litre DF140A, and 172kg for Yamaha’s 1.8-litre F130.

All the three-cylinder, two-stroke Evinrude’s competitors are four-cylinder, four-stroke engines.

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 140hp 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 140hp Evinrude E-TEC G2 priced from $18,940 fitted, including standard controls, gauges and an RX3 propeller. This is only $560 less than stepping up to the 150hp triple (which adds the RAVE valve timing) and $990 more than the entry-level 115 HO outboard engine.

On paper, it already looks like great bangs for bucks. Factor in servicing costs, and it looks even better.

Where the Evinrude’s four-stroke competitors will soak up cash in regular ongoing maintenance and servicing, the Evinruide E-TEC G2 140hp needs no dealer attention 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 Evinrude E-TEC G2 140hp was the engine we spent the least amount of time with on our test day running out of Hope Island to Jumpinpin, so our observations are a little light and fluffy compared with the 115 HO and 150hp versions we reviewed.

The roofed-in Yellowfin Plate 5800 Folding Hard Top our test engine was fitted to is a fair bit of weight to push around, tipping the scales at 880kg dry and without the added mass of the new Evinrude hanging off the outboard engine pod and 190 litres of underfloor fuel tank bogging it down.

With three people onboard and half a tank of fuel, hole-shot performance is good with the big-displacement 1.9-litre triple comfortably pushing the Yellowfin Plate 5800 Folding Hard Top up onto the plane.

We’ve already praised the Evinrude E-TEC G2 115 HO and the Evinrude E-TEC G2 150hp for their mid-range strength, and the 140hp is no exception. From around 3000rpm the Evinrude E-TEC G2 140hp engine plays its trump card, delivering a nice dose of torque that makes the fly-by-wire throttle feel sensitive and responsive.

Where you’ll notice the difference with the freer-breathing 150hp, though, is the top end, where the 140hp feels as though it starts to run out of legs the further forward you push the throttle. That said, we still hit a top speed of 30.2 knots on test without pushing the throttle all the way to WOT.

The iSteer electrically assisted steering system, meanwhile, is light enough to twirl the wheel with a finger, yet offers enough resistance to hold its track in a turn.

Performance

Maximum range based on 95% reserve for 190L fuel tank: 251nm @ 3500rpm

Only $1000 and 10hp separates the two most powerful versions of the three-cylinder Evinrude outboard engines.

If your alloy hull is limited to 140hp, then yep, this is a pretty wise choice if you’re chasing the punchy mid-range performance that a four-stroke equivalent will struggle to match.

For anyone with a higher power limit, digging a little deeper into the pocket to stretch to the 150hp version is a no-brainer given its vastly superior top-end performance.

Specifications
Model: Evinrude E-TEC G2 140hp
Engine type: Two-stroke DFI K140GLF
Cylinders: 3, in-line
Fuel delivery: Direct injection with stratified low rpm combustion mode
Weight: 177kg (lightest model), 193kg (heaviest models)
Displacement: 1865cc
Bore/stroke: 98mm x 82.6mm
Maximum output: 140hp
Operating range: 5400-6000rpm
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)

Supplied by: Whitewater Marine