Evinrude 115 FICHT

When the OMC-built Evinrude FICHT 115 was released on the Aussie market in 1999, it suited a wide range of hulls and both fresh and saltwater usage. The longshaft model was ideal for aluminium and fibreglass runabouts in the 5-5.5m range, while with its deeper gear ratio the extralong suited hefty offshore fibreglass hulls in similar size brackets.

The relatively low overall height of the V-four powerhead made casting over the 115 much easier than in-line four-cylinder four-strokes of comparable output.

But before Evinrude's new owner, Bombardier, put its FICHT 115 into production, along with all other FICHT models, the company took all the manufacturing processes back to OMC's original blueprints to ensure that all clearances were correct.

Other less subtle changes were made, such as the inclusion of a two stage SLOW (Speed Limiting Overheat Warning) system, which will either reduce engine revs or shutdown the engine completely depending on the severity of the overheating. The engine management computer was also provided with stronger components and better cooling for a longer lifespan.

The current-model longshaft FICHT 115 I tested in early April was much better finished and slightly smoother-running than its predecessors. And despite running on double fuel/oil ratios (first five hours) at no time did any oil smoke appear, nor was there any oil smell in following winds.

The motor started instantly hot or cold and noise and vibration levels were pleasantly low, only becoming noticeable above 4000rpm, where the motor was slightly noisier than its direct four-stroke competition.

As the demo motor was mounted on a Quintrex 530 Freedom Sport Bowrider, I was able to test it directly against an EFI 115hp four-stroke I've tried on this hull. Spinning a 17in pitch stainless steel SST prop and pushing a total of 1010kg, including three adults, the demo FICHT averaged 4.4kmh on 650rpm using 1.0lt/hr, based on fuel flow figures supplied by Bombardier. In comparison, spinning a 17in stainless steel prop and pushing a total of 970kg, the four-stroke 115 used 20% more fuel at troll speed.

At 7.1kmh and 1000rpm the FICHT consumed 2.0lt/hr, while at the standard offshore trolling revs of 2000, just above where the computer switches from stratified to homogenous combustion, the FICHT averaged 13.5kmh and 7.0lt/hr.

A clean plane was achieved at 23.5kmh and 2800rpm compared to 28.0 and 3000 for the four-stroke 115, due to 30kg less being on the transom. But cruising quietly at 4000rpm the FICHT averaged 44.7kmh using 21lt/hr, compared to 39.0 and 15.7 for the four-stroke.

Through tight figures-of-eight at 4000rpm, the FICHT refused to ventilate and with the throttle floored reached Wide Open Throttle in a couple of seconds, significantly faster than the four-stroke 115, which was no slouch. At WOT the FICHT averaged 64.9kmh, the same as the four-stroke, but at 5550rpm and 45lt/hr compared to 5700 and 38.

Because there's no belt-driven air compressor or alternator, powerhead access is very good and components such as the fuel injectors and spark plugs are easily reached. Recommended servicing intervals are every 100 hours or once a year (which also applies to waterpump impeller replacement) after the first 20 hours or three months. In comparison four-strokes require valve clearance adjustment at 10 and 100 hours and an engine oil and filter change every 50 hours or six months, regardless of how few hours are clocked up in this period.

Although the Bombardier Evinrude FICHT 115 doesn't provide the midrange or upper-end fuel efficiency of its direct four-stroke competition, like all DFI two-strokes it scores for Dead Slow Troll efficiency, throttle response and relatively light weight. And like all two-strokes, correctly propped it can be run for extended periods at WOT without any powerhead damage, whereas I wouldn't recommend doing this with an automotive-based four-stroke!

The Bombardier FICHT 115 complies with California Air Resources Board (CARB) 2007 exhaust emission requirements.