Evinrude E-Tec 250

Power point

The Evinrude E-Tec 250 has the power and torque to easily handle larger trailerable hulls.

Like the E-TEC 225, the 250 has a self-flushing cooling system that eliminates the need for freshwater flushing unless the engine will be stored for extended periods. And, like the 225, it has a wide open throttle rev range of only 4500 to 5800, with maximum power developed at just over 5000rpm. Compare this rev range to the supercharged four-stroke Verado 250, which develops maximum power at 6100rpm and has a WOT range of 5800 to 6400rpm.

Another E-TEC advantage is that the weight, which in extra-long (25-inch) form is 19 per cent less than the Verado's 294kg, minus the power steering system, which adds 15kg.

The under-flywheel alternator of the E-TEC 250 also has a much higher output, with 50 amps of dedicated battery charging capacity, compared to the total capacity of 70 amps of the Verado's belt-driven alternator.

Mounted on a Haines Hunter 680 Patriot, spinning a 19-inch pitch Evinrude Viper stainless steel prop and pushing a total of 2100kg, our demo 250 averaged 56.4km/h, and 36lt/h when cruising at 4000rpm. There was no prop ventilation through full-lock figure-of-eight turns at these revs.

Despite the substantial displacement of the test rig, when the throttle lever was 'floored' at 4000rpm, the acceleration out to WOT was much better than any naturally aspirated four-stroke of comparable output that I’ve tested. The WOT averages were 80.5km/h and 80.5lt/h at 5500rpm, where we could still talk normally at the helm.

In comparison, on a Northbank 6.5m Cuddy Cabin, spinning a 17-inch Quicksilver Vengeance prop and pushing a total of 1900kg, the demo Verado 250 I tested two years ago averaged 51km/h and 32.0lt/h at 4000rpm. Again there was no prop ventilation through full-lock figure-of-eight turns at these revs and, when the throttle was floored, the acceleration was comparable at 4000rpm with the E-TEC 250 and definitely better than any four-stroke outboard of comparable output.

The WOT average was an impressive 84.8km/h at 6360rpm, but the fuel flow was 109lt/h. The E-TEC 250 was 22 per cent more efficient. Add the fact that standard unleaded fuel is needed instead of premium ULP and the difference is even more impressive!

However, the Verado is unlikely to need more than one top up of oil between changes, whereas Bombardier XD100 oil retails for over $20 per litre, so substantial oil costs must be allowed for over a 100-hour period.

At WOT, the E-TEC was slightly louder than the Verado, which across the rev range is a very quiet engine. Although neither engine blew oil smoke at any time, when backing upwind there was a slight oil smell from the E-TEC 250 and none from the Verado. Also, when docking, the E-TEC's gearshift was nowhere near as smooth as the Verado's DTS system.

Like all E-TECs, the 250 requires no scheduled servicing for the first three years or 300 hours, unlike the Verado which should have an oil and filter change every 100 hours or yearly. But E-TEC dealers I've spoken to recommend changing the gear oil and greasing throttle/gearshift linkages at least once a year.

The E-TEC 250 complies with California Air Resources Board (CARB) 2008, EU 2006 and Australian OEDA three-star exhaust and noise emission requirements. The non-declining warranty coverage is three years/300 hours for recreational applications.