Evinrude E-TEC 60

Two strokes of genius

Essentially a twin-cylinder version of the V4 E-TEC 115, the Evinrude E-TEC 60 is the most powerful of a trio of direct fuel injection two strokes.

Whereas the E-TEC 40 and 50 have relatively large piston displacements for their output, the 60’s displacement is only two per cent greater than the 849cc Yamaha 60, and eight and 11 per cent under the 938cc Tohatsu 60 and 967cc Mercury 60 respectively, all three of these engines having three cylinders and three carburettors. Of the four-stroke 60s available – all in-line fours – the Mercury F60 displaces 995cc, the Yamaha F60C displaces 996cc, and the Suzuki DF60 displaces 1298cc.

The Mercury 60 weighs 99.5kg, the Yamaha 60 weighs 102kg, and the Tohatsu 60 weighs 112kg. The F60 weighs 112kg, the F60C is 111kg, and the DF60 is 162kg. 

Like all E-TEC engines, the 60 uses a combination of stratified and homogenous combustion, with the changeover point at 1800rpm, where the air/fuel ratio changes from about 40:1 to 25:1. Fuel is injected directly into the combustion chambers between 250 and 750psi.

The 60 has an under-flywheel alternator that produces 25 amps of dedicated battery charging current – the highest output in its power range – and a self-flushing cooling system that only requires freshwater flushing if the engine will be left unused for extended periods.

On a 4.8m Stacer 469 Easy Rider bowrider, spinning a 15-inch pitch stainless steel SST prop and pushing 830kg, the demo E-TEC 60 outperformed a Yamaha F60C on a Horizon 4750 Sea Breeze displacing 800kg. When trolling at 650rpm it averaged 4.3km/h using 0.6lt/h, compared to 4km/h and 0.8lt/h for the F60C at 700rpm, although vibration levels were higher. It planed us at 21.5km/h and 3100rpm, and cruised at 34.1km/h and 4000rpm using 7.9lt/h, compared to 31.4km/h and 7.7lt/h at the same revs. No prop ventilation occurred through full-lock figure-of-eight turns at these revs.

The wide open throttle averages were 53.6km/h and 5800rpm using 19.4lt/h, whereas the F60C averaged 50.1km/h and 19.2lt/h at 5650rpm.

But a carbie Merc 60 on the same hull, spinning a 14-inch alloy prop and pushing 750kg, averaged 5.6km/h and 2.1lt/h while trolling at 850rpm. It planed us at 23.4km/h and 2800rpm, and cruised at 4000rpm averaging 46.7km/h and 10.5lt/h. The WOT averages were 65.3km/h and 24.6lt/h at 5300rpm. So for top end performance, the Merc 60 has it all over the E-TEC 60!

I believe the E-TEC 60’s massive gearcase straight from the discontinued Johnson 55 commercial outboard has a lot to do with limiting WOT speeds due to its drag compared with the small gearcase of the Merc 60. But at least in the 469 the intense prop torque steer I encountered with a tiller-steer E-TEC 40 was not apparent and from 4000rpm to WOT the E-TEC 60 had comparable noise levels to the F60C, and was much quieter than the Merc 60, which, due to carbie induction, roar was quite raucous at WOT.

The demo E-TEC 60 started instantly hot or cold and didn’t emit any oil smoke, although when backing upwind there was a slight oil smell. Power astern was good, providing the anti-ventilation plate was kept at least three quarters immersed.

Powerhead access of the E-TEC 60 is at best tight and, for full access, the lower cowl must be removed. Bombardier says that servicing is not needed for the first 300 hours or three years, but every E-TEC dealer I’ve spoken too recommends changing the gear oil and greasing the throttle and gearshift linkages every 12 months.

The E-TEC 60 complies with CARB 2008, EU2006 and Australian OEDA three-star exhaust emission regulations and has a three-year warranty for recreational applications.