Outboard Engines 90-130hp
We spotlight perhaps the most popular horsepower range for trailerboat outboards - the burgeoning 90-130hp segmentWhether you're a saltwater angler or ski-sports enthusiast, chances are sometime during your trailerboating career, you've owned or at least used an outboard in the 90-130hp range.
Big enough to provide a serious turn of speed but relatively economical to run and purchase, this horsepower range accounts for a large percentage of the Aussie outboard market. In single installations these powerplants are used on everything from bigger tinnies to compact bowriders and skicraft. Paired up, outboards in this horsepower range are the perfect power pack for trailerable offshore craft up to 7m.
Here follows a rundown of the popular models in this important segment in the marketplace. We've divided the categories into two-stroke (carbed, injected and DFI grouped) and four-strokes.
Two-Strokes
Mercury Marine
In this power range, Mercury offers both carburetted and direct fuel-injection two-strokes with both Mariner and Mercury badging. The 90 has a three-cylinder, loopcharged powerhead that displaces 1386cc, the largest displacement of any three-cylinder 90.
There are three single-barrel carbies and oil injection, which varies from 50:1 at Wide Open Throttle (WOT) to 100:1 at Dead Slow Troll (DST). The oil is mixed with petrol at the fuel pump, ensuring the carbies receive oil for throttle butterfly lubrication. Both long and XL models are available and the gear ratio is 2. 3:1. The longshaft version weighs 139kg. Fitted to a 5.5m aluminium cuddy cabin and spinning a 22-inch pitch Hi-Five prop, the test motor averaged 47kmh on 4000 revs consuming 17lt/hr, while the WOT average was 70kmh on 5500 revs and using 37lt/hr. At time of writing (September 1999), the 90 long retailed for $11,000.
The 115 is available in two completely different models.
One is a carburetted inline four, while the Optimax DFI model is a 60° V-six and uses the powerhead from the long-running carbie 135. The loopcharged standard 115 displaces 1848cc, weighs 158kg in longshaft form (XL is available) and has a 2.07:1 gear ratio. It's unique among inline fours in that below 1800 revs it operates on only two-cylinders, with sufficient oil passing through the 'dead' cylinders to lubricate the piston rings. This reduces fuel consumption and exhaust emissions, while retaining the balance of an inline four. There's a bit of a flat spot as the other cylinders kick-in above 1800 revs, but overall the concept works well. The oil ratio varies from 50:1 at WOT to 100:1 at DST and again oil is mixed with fuel at the fuel pump. As of September the XL 115 retailed for $12,250.
The loopcharged Optimax 115 is Mercury Marine's smallest DFI outboard and displaces 1998cc. Available in long and XL versions, both with a 2:1 gear ratio, it weighs 195kg in XL form. It has all the features of its larger Optimax counterparts, including smokefree trolling, a low idle speed of 550 revs in or out of gear and, of course, no hesitation between idle and main jet circuits that sometimes afflicts carbie motors. The oil ratio varies from 44:1 at WOT to 400:1 at DST and the motor also consumes about 40% less fuel overall than carbie 115s. As of September, the XL Optimax 115 retailed for $14,240.
All models feature two-year warranty coverage, three years against corrosion perforation and four years against selected ignition components.
Of the 90s, two models are available - one a Johnson and the other an Evinrude - but both loopers utilise the same 1726cc 60° V-four powerhead and have a 2:1 gear ratio.
The Johnson has two dual-throat carbies and is available in long and XL versions. The longshaft Johno weighs 139kg. On a five-metre Seafarer V-Sea and spinning a 17-inch prop, the test Johno averaged 49kmh on 4000 revs consuming 18lt/hr and at WOT returned 67kmh on 5200 revs using 36lt/hr. As of September 1999, the 90 long retailed for $11,550.
The Evinrude FICHT 90 has FFI which injects fuel directly into the combustion chamber, much like Mercury's Optimax system. However, it differs in that no high-pressure air pump is needed and the oil ratio varies from 60:1 at WOT to 300:1 at DST. The 90's FFI system incorporates several changes over the FICHT 150/175 including a water-cooled Electronic Control Unit (ECU) for better reliability in tropical areas. The weight is 145kg in longshaft form. Mounted on a Seafarer V-Sea Mk11 and spinning a 17-inch prop, the test FICHT 90 averaged 50kmh on 4000 revs consuming 12lt/hr and 70kmh on 5300 revs using 32lt/hr.
As of September, the FICHT 90 long retailed for $13,120.
OMC's 115 has the same powerhead as the 90 models and again is available in carbie and FICHT versions, each of these weighing the same as their 90 counterparts. However, the FICHT is available in both long and XL versions and, like the Johnson 115, has a deeper 2.25:1 gear ratio in the longer shaft length. The XL weights are 145kg for the Johnson and 152kg for the FICHT. As of September, the extra-long Johnson 115 retailed for $12,890. Mounted on a 5.5m Seafarer Viking and spinning an 18-inch stainless steel prop, the test XL FICHT 115 averaged 50kmh on 4000 revs consuming 16lt/hr. The WOT average was 64kmh on 5800 revs using 40lt/hr. As of September 1999, this model retailed for $14,490.
The Johnson 130 is a de-rated version of the loopcharged 2lt 140 powerhead which started life in 1988. Its 90° V-four configuration makes it a fairly bulky motor for its output, but like its three-litre V-six counterparts it has proven very reliable. It's available in long and XL versions, and the latter weighs 171kg. As of September 1999, the XL 130 retailed for $12,930.
All models have two year warranty coverage for recreational users.
The M90A is designed along similar lines to the three-cylinder Yamaha 90, but differs in that single-point oil-injection is used with oil being mixed with petrol at the fuel pump. It has three single-barrel carbies and displaces 1267cc. Long and XL versions are available, both having a 2:1 gear ratio. The longshaft version weighs 125kg. Mounted on a 5.5m aluminium cuddy cabin and spinning a 17-inch stainless steel prop, the test 90 averaged 45kmh on 4000 revs consuming a very reasonable 13lt/hr. At WOT it averaged 64kmh on 5750 revs using 34lt/hr. As of September 1999, the M90A long retailed for $9890.
Tohatsu's M120A is an inline four that displaces 1768cc and has four single-barrel carbies.
Available in long and XL versions, it weighs 152kg in the latter version. It's smooth-running and straightforward to service, though like the Mercury Marine 115, it does tower over a transom compared to the compact OMC 90/115 V-fours. As of September, the XL version retailed for $11,970.
Both motors have a two-year warranty coverage for recreational users.
Yamaha
Three carburetted models are available in this power range.
Yamaha's proven multipoint oil-injection is used in all models except the CV115 and varies from 50:1 at WOT down to only 200:1 at DST. Oil is injected at the reed valves eliminating oil from the carbies and the need to run these dry before extended storage periods, though verdigris build-up on the carbie butterfly valve shafts can be a problem. The three-cylinder loopcharged 90 displaces 1140cc and has been around for more than a decade.
It's reliable, relatively light for its output and is available in long and ultralong (UL) versions, both having a 2:1 gear ratio. The longshaft 90 weighs 121kg. Mounted on a 5.5m aluminium cuddy cabin and spinning a 17-inch stainless steel prop, the test 90 averaged 43kmh on 4000 revs consuming 13lt/hr. The WOT average was 64kmh on 5500 revs using only 30lt/hr, marginally more than a Johnson 70! As of September 1999, the 90 long retailed for $11,140.
The loopcharged 115 and 130 utilise the same 1730cc 90° V-four powerhead with two dual-throat carbies, and has been on the Aussie market since 1983! Of course, changes to the connecting-rod positioning, ignition and cold-start systems and the copper content of the alloy have been made since then, but sensibly Yamaha has retained the base powerhead which has proven very reliable. The 5.1m fibreglass workboat I use is only on its second Yamaha 115 in 16 years and the current motor, a 1995 CV model, hasn't missed a beat. Spinning a 19-inch alloy prop, it easily reaches 70kmh consuming 45lt/hr.
Unfortunately, Yamaha dropped the UL version of this 50:1 premix motor earlier this year, but in standard longshaft form it weighs 154kg and has the same 2:1 gear ratio as the oil-injected 115/130 models. As of September, the CV115 retailed for a very reasonable $10,630. The oil-injected models differ from the CV115 in that cold-start fuel primers are fitted instead of the traditional electric choke, as are lower cowl trim/tilt buttons.
The UL models weigh 166kg and a counter-rotation model is also available in the 130 range. As of September, the UL 115 retailed for $12,670 and its 130 counterpart for $12,990.
All models have two year warranty coverage for recreational users.
Four-Strokes
Honda
In this range, Honda offers a 90, 115 and 130.
The four-cylinder 1590cc BF90 has a crossflow three-valve head with SOHC valve actuation. Because of its automotive origins (from Honda's long-running Civic) its flywheel is mounted under the powerhead, lowering the motor's centre of gravity. The BF90 has four single-barrel carbies, though in the near future these may be replaced with multipoint EFI. Fitted to a 5.5m aluminium cuddy cabin and spinning a 19-inch stainless steel prop, a test BF90 reached 69kmh on 5700 revs consuming a very reasonable 27lt/hr. At 4000 revs it averaged 41kmh sipping only 9lt/hr. The BF90 is available in both long and XL versions, and in longshaft form also a tiller steer model with power trim and tilt. The gear ratio is a usefully low 2. 3:1 and the claimed longshaft weight is 154kg. As of September 1999, the remote control longshaft BF90 retailed for $12,500.
The first of Honda's multipoint EFI outboards, the crossflow BF115 and BF130, are based on the superseded (no VTEC) Accord car engine. Their 2254cc four-cylinder powerheads have four-valve heads but SOHC valve actuation, unlike the latest DOHC Accord engine. Complete with their twin counter-rotating balance shafts they weigh a substantial 234kg in XL form, but are beautifully smooth engines across their entire revrange. The gear ratio is 2:1 and counter-rotation is available in both long and XL versions. Fitted to a 5.5m Savage Mako SP Cuddy Cabin Mk11 and spinning a 17-inch stainless steel prop, a test BF115 averaged 48kmh on 4000 revs and wound out to 64kmh on 5200 revs. The corresponding fuel consumptions were 17 and 36lt/hr. On a Markham Bonito 622 Calais and spinning a 16-inch stainless steel prop, a test BF130 averaged 39kmh on 4000 revs consuming 25lt/hr.
And at WOT it averaged 69kmh on 5800 revs using a still reasonable 49lt/hr. As of September 1999, the XL BF115 retailed for $15,600 and the BF130 for $16,900.
All models have two-year warranty coverage for recreational users.
Mercury Marine
This company's largest four-stroke is the F90, available in Mariner and Mercury models. The F90 is based on the Yamaha F100 and is a 1596cc DOHC four with a four-valve head and four single-barrel carbies. It's available in long and XL versions and has a 2.3:1 gear ratio.
Features include a cold-start fuel primer and fast-idle warm-up facility which advances the ignition timing. There's also a micro-computer throttle-positioning sensor system which controls the ignition timing advance in relation to the carbie throttle opening. In longshaft form, the F90 weighs 162kg.
The warranty is Mercury Marine's usual 2-3-4 coverage, and as of September the F90 retailed for $11,980.
Yamaha
The biggest four-stroke in this company's line-up is the F100A (Note: since the time of writing Yamaha has announced a bored and stroke EFI version of this powerplant dubbed the F115A).
The F100A is the motor from which Mercury Marine's F90 was developed and has much the same mechanical features as the F90. Praised for its excellent power to weight ratio (the F100A weighs in at 169kg and strong mid-range acceleration, the DOHC 16-valve Yamaha 100 has already attracted a strong following Down Under. At this stage, Trailer Boat magazine has not tested the F100A.
The warranty is two years for recreational users and at the time of writing the F100A retailed for $13,400.
Our Picks
There's no shortage of excellent engines in this horsepower range.
However, of the 90 two-strokes, the FICHT 90 is the writer's overall favourite. It's relatively light for output, incredibly fuel efficient and performs better than its Johnson counterpart which is the most powerful of the carbie 90s. So far, it has not suffered any of the operating problems of the early FICHT 150/175hp models. It suits fibreglass hulls to five metres, and aluminium to 5.5, and in my opinion is well worth the 14% extra cost over its Johnson counterpart.
Among the two-stroke 115s, the FICHT is also the way to go and suits fibreglass hulls to 5.5m and aluminium to six. Again, it's well worth the extra 12% over its Johnson counterpart. However, if you're going to use your motor infrequently and want one that's straightforward to maintain and service, then Yamaha's CV115 is the answer.
Of the four-strokes in the 90-130hp range, Honda's BF130 is the number one choice.
It's what I call a 'civilised' motor and, correctly propped, runs so nicely that you may never want to go back to a two-stroke again. According to Queensland pro fishermen interviewed, even allowing for the higher servicing costs, this motor sets them back about half the amount of its carbie two-stroke competition to operate on a day-to-day basis. Honda has every right to be proud of its flagship motor.
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