Yamaha 425-hp XTO

Yamaha’s 425-hp XTO ushers in a new era of power for outboards.

More than a dozen years ago, when two-stroke 150-hp and 250-hp outboards were kings, the large center console boats of that era—with lengths measuring in the mid-30-foot range—had room for two, maybe even three high-output engines on the transom. Owners
who prized speed over economy were more than happy with the results, even then suspecting that the engine companies were on the cusp of introducing larger, and more fuel-efficient, four-strokes for the transoms of their next boats. The Yamaha’s 425-hp XTO would have been a figment of their imagination.

Fast forward to 2019. Boat and engine manufacturers answer the call from owners who make outboards that are larger and heavier than ever before their power of choice. Introduced at boat shows around the nation in the fall of 2018, Yamaha’s XTO Offshore blends new thinking and innovative technologies in a direct-injected, naturally aspirated
V8 powerhouse that was designed from scratch with fresh ideas about the outboard and its related systems to suit every owner’s need for performance and reliability.

The Yamaha 425-hp XTO

“The V8 XTO Offshore provides extreme performance for the heaviest offshore boats and yachts,” says Ben Speciale, Yamaha Marine Group president. “This is an integrated
outboard system with 5.6 liters of displacement producing 425 horsepower and tremendous thrust. Combine it with the latest generation of Yamaha’s trademark Helm Master and CL7 Display, and you have benefits offered nowhere else.”

Extreme performance starts under the cowling with the innovative use of direct injection into each of the V8 cylinders, a first for a four-stroke outboard. Compared to spraying fuel into a common rack feeding the intake valves, direct injection into the combustion chamber allows a precisely measured and timed delivery that atomizes and burns more completely for optimal efficiency and power across a wide performance band.

Every engine must breathe freely, but high-output engines demand precise air supply delivery, especially at high RPM. The XTO Offshore features intake tracks on both sides of the powerhead for optimal airflow that allow more space for routing exhaust gasses to the lower unit where it will normally flow out through the propeller hub. But a remarkably
ingenious bypass lets exhaust gasses exit through vents above the cavitation plate at engine speeds less than 2,500 rpm, which means the prop blades will turn in undisturbed water for better grip in backing down or docking situations.

Getting it Right

Fuel travels through a no-float vapor separator tank that features an integral fuel cooler to prevent vapor lock on even the hottest days. The XTO Offshore is equipped with five fuel pumps. They run by engine control unit (ECU) which monitors RPM and load and produces up to 2,900 PSI—a unique system for precise fuel flow and atomization.

To ensure that the XTO Offshore gets the timing right, there are dual overhead camshafts on each cylinder bank driven by an oil-bath immersed, self-tensioning chain for long life and accurate timing of each cylinder’s four valves. Carbon-coated and shimless, bucket-type valve lifters minimize friction and increase durability for the valve train.

Cylinder walls are finished using the plasma fusion process to create a wall surface that is lighter, harder for reduced friction and much thinner than using conventional steel liners. From a design and engineering standpoint, displacement is optimized without the liners as well which contributes to increased power and fuel economy.

Yamaha’s engineers gave the XTO Offshore a two-stage water pump with a steel impeller and a massive rubber impeller to ensure proper cooling water pressure flow all across the RPM band. A side benefit is if there is ever a problem with the rubber impeller, the steel impeller will be constantly online to protect against engine damage. A dual-chamber oil pump provides consistent lubricity at any given speed. Engine and oil temperatures are regulated by two thermostats in each cylinder bank.

Efficient Machine

The Yamaha 425-hp XTO is highly efficient. She sports a 12.2:1 compression ratio, the highest found in any production outboard. Iridium-tipped spark plugs complete combustion and adds power and throttle response, and lengthens service life. During recent testing at a Yamaha-sponsored event on Chesapeake Bay waters, a Pursuit S408 Sport with triple XTO Offshore outboards leaped onto plane in less than five seconds, achieved 30 mph in just over 10 seconds and topped out at 6,100 rpm and 54.6 mph at 0.5 mpg.

With the throttles pulled back to 3,500 rpm, this yacht and its motors achieved its best efficiency turning 3,500 rpms at 27.5 mph and 0.84 mpg. Those are impressive numbers for a boat that weighs 22,685 pounds dry, plus a full load of fuel and a few marine journalists on board.

Handling was a breeze at any speed thanks to Yamaha’s integrated electric steering system, another industry first in outboard motors. There are no hydraulics of any kind—
no lines or reservoir to worry about. The mechanism, contained in a leak-free cylinder beneath the front of the engine cowling, is an innovative piece of equipment. Engines swing 31 degrees from center in either direction and swing precisely with input from the electronic steering mechanism at the helm or independently from Yamaha’s Helm Master joystick for easier
low-speed maneuvering.

Part of the integrated functionality includes upgrades to the Helm Master and the CL7 engine display that add convenience. The new SetPoint suite of functions lets the owner direct the engine operation to automatically adjust the boat and motors for set and drift or to hold position. Continuing the theme of convenience, Yamaha has incorporated an in-water gear lube service system to drain and replace lower unit lubricant while the boat is
in the water and avoid expensive haulouts.

Show Stopper

Yamaha’s engineers have also given the XTO Offshore two methods for flushing the outboard when putting the boat to bed and numerous other important features that make the new XTO Offshore a force not to ignore.

Available in the company’s traditional gray or white coatings or unpainted for custom paint-matching applications, the Yamaha XTO Offshore comes in 25-inch, 30-inch and 35-inch shaft lengths with right- or left-hand rotation. They sport specifically designed three-blade stainless steel props ranging from 16-inch to 17 1/8-inch in diameter with a variety of pitch measurements that are oversized to extract maximum thrust. The new XTO Offshore may be just the solution for your next boat.

yamahaoutboards.com

By John Wooldridge, Southern Boating July 2019

Seven Marine and Volvo Penta Partnership

A Seven Marine and Volvo Penta Partnership means outboards with an IPS joystick and big boat features.

When Volvo Penta became the majority owner of Seven Marine in 2017, most boaters and industry insiders wondered what these two highly innovative companies would come up with. We’re seeing the results of their collaboration with Volvo’s drive technology coupled to Seven Marine’s powerful outboard engines. We’re at the precipice of the Seven Marine and Volvo Penta Partnership. Volvo Penta pioneered sterndrive technology in the 1950s and continues to produce high-performance Aquamatic Stern Drives today.

Coupling the same type of robust lower units from their stern drives to an outboard created the new Seven Marine 527 CR. This not only provides the power and efficiency of their DuoProp counter-rotating (CR) propellers but also creates outboards that use Volvo Penta’s EVC (Electronic Vessel Control) systems and joysticks. There are many benefits of this pairing and I was able to experience them firsthand during the Miami International Boat Show where Tiara introduced the new Seven Marine/Volvo Penta 527 CR outboard package on their Tiara Sport 38LS.

Tiara is an innovator of new technologies and has a long history with Volvo Penta. They worked closely together when the Volvo IPS debuted and the Tiara 38 Open was launched, one of the first IPS-powered boats in 2004. This ongoing collaboration demonstrates how popular IPS and Volvo’s EVC system with joystick control has become. One of the primary benefits of this new system is that the same joystick used on larger
inboard applications is now fully integrated into these outboards.

IPS

Anyone who has driven with an IPS can maneuver the outboards with the same precision and ease, including joystick driving and docking. The optional package on the Tiara also has Volvo’s Glass Cockpit helm (in partnership with Garmin), dynamic positioning, autopilot-joystick integration, and Easy Connect remote connectivity.

Robbie Massengill of Seven Marine demonstrated the benefits of this new system on a rainy, choppy day on Miami’s Biscayne Bay. The joystick moved the boat sideways straight off the dock and when he kicked the boat into forward gear, there was a slight shift noise that was more of a muffled echo than the loud gear clunk many outboards make. The lower units of these big outboards use an electronically controlled 90 ZF wet disc clutch and heavy-duty gears with a 2.55:1 gear ratio designed to handle the big torque needed to produce the thrust necessary to drive larger and heavier boats.

Big Boat Features

In a three-foot chop with winds gusting to 20, the 6.2-liter V8 outboards pushed the Tiara onto plane rapidly and once trimmed, sped easily through the waves. You can fully drive
the boat with the joystick, which felt strange at first. With the throttles set and the course set, it was easy to sit back and steer the boat using only the joystick with the ability to dodge an obstacle to either side and come back to your original heading. You can also reset the heading using the joystick, handy if currents play havoc with your direction.

Maneuvering the boat through turns with the joystick worked flawlessly despite my ingrained urge to grab the wheel. Another interesting benefit of the DuoProp outboards is
their ability to keep the boat on plane at slow speeds. Once on plane, the RPMs slowed and the boat kept on plane down to a speed of 15 mph (13 knots).

This is something many outboard-powered boats can’t do. They can run slow at displacement speeds and run fine once on plane. However, there’s a gap where they can’t really run at intermediate slow speeds. The added surface area of the DuoProps and their counter rotation reduces cavitation. This allows these engines to effectively drive the boat through a wider range of speeds.

DPS

As the boat idled and the dynamic positioning system (DPS) engaged, the big Sevens gently rumbled and held the boat in place. It was remarkable how well it worked in these adverse conditions. The conditions also showed how well the Seakeeper 3 stabilizer works. The boat remained comfortable even while locked on DPS in the open, windswept bay.

The Seven Marine 527 CR outboard demonstrates that combining two innovative companies like Volvo Penta and Seven Marine can lead to great things. “The combination
of Volvo Penta DuoProp technology and Seven Marine’s high-horsepower rating makes it possible to push larger and heavier boats more efficiently at all speeds,” says Massengill,
strategic account manager of Seven Marine. “The result is improved low-speed maneuvering and planing, faster time to plane, enhanced power, and improved fuel efficiency across speed ranges. Additionally, the DuoProps dramatically reduce cavitation, even when running in rough seas.”

seven-marine.com

By Arnie Hammerman, Southern Boating April 2019

How To Improve Your Prop Performance

Check other factors before you blame the prop. Here’s how to improve your prop performance.

When a boat runs poorly, propellers often get blamed. If the engines are in good shape, it’s only natural to get “propeller tunnel vision” and start indicting your blades for not doing their job. Before you yank out the prop puller and start trying new wheels, remember that props must work in harmony with the rest of the boat. If other parts of the vessel are not in top shape, then the prop can’t save it.

“Some people seem to view the propellers as isolated and independent from other important factors, such as the power and condition of the engine, or the weight, or the cleanliness and capability of the hull,” explains Jim Thelen, sales engineer for Acme Marine in Big Rapids, Michigan. “I’ve seen people buy numerous new propellers as if to assume that sooner or later they will find the one prop in existence which will ‘fix’ all other possible concerns and transform their performance by something outlandish.”

More than just a proppy face

There are some boat owners who take the oversimplified view of propellers merely in terms of diameter, pitch and number of blades. That’s like defining all automobile tires only in terms of diameter and width. Propeller design and manufacturing differences affect engine load, speed, power, plane time, smoothness, and efficiency.

“Some propeller factors which should be accounted for by a professional are the size of the blades or the amount of surface area in the propeller blades (often indicated as DAR or EAR), Cup (which affects load/engine RPM much in the same manner as pitch) and pitch distribution (varied, constant, cambered),” says Thelen. “The point is that one manufacturer’s twenty-by-twenty four blades may not be equivalent to another
manufacturer’s twenty-by-twenty four blades.”

What’s amiss?

The hull’s condition can also significantly affect performance. Thelen describes how one boat’s power and speed relative to published or reported performance was down. “He tested the new propeller I recommended and still, his RPM and speeds were down significantly.”

Thelen went through his usual litany of questions about boat weight, engine service, cleanliness and condition of the hull, possible modifications to the boat, and altitude. Nothing revealed itself until he dug deep enough to get the owner to admit that the boat had been moored in warm ocean water for a long period which resulted in a rough bottom. “It wasn’t until he had the bottom stripped and refinished that he gained the speed he was looking for,” says Thelen. “We had him into the correct propeller from
the start.”

Extra Load

An overweight vessel can also be a problem because, over the years, boats usually get heavier, not lighter. Stuff goes on board every weekend, but not all of it comes off, and it can really add up. When add-ons and enclosures increase wind resistance, or a dirty hull increases flow resistance or when engines get tired, the boat slows down, and the original props can become overpitched. Sometimes you can improve your prop performance by simply chucking some stuff.

“The original props may not be achieving sufficient RPM relative to the engine manufacturer’s RPM ratings,” says Thelen. “The loss of RPM and potential overloading can cause power loss, speed loss, slower plane time, and potential engine damage, especially in terms of long-term use. The most common approach is to reduce propeller pitch in order to achieve appropriate wide-open-throttle RPM.”

To determine if the propeller is working its best, “It’s important to keep an accurate log of one’s boat model and weight, engine model number, manufacturer’s RPM specifications, transmission or V-drive gear ratio, current prop size, etc.,” says Thelen. “Most engine manufacturers place an ID tag on their engines which indicate s horsepower and RPM specifications.

Determining appropriate propellers basically involves running the boat (with typical or average load) at full and verifying that the engines are achieving the expected or recommended RPM at WOT [wide open throttle] and that the boat is achieving reasonable, expected speeds.”

Thelen suggests that if RPM readings are below the manufacturer’s WOT recommendations, then the propellers are likely overloading the engines. If the actual WOT RPM reading is too high, then the propeller is likely underloading the engine and, perhaps, a different propeller can improve speeds.

Data is King

Data and proper care of all facets of your engine can help to improve your prop performance.

But before you start swapping out props, verify all the data: boat weight, engines, gears, current props, speeds achieved. It’s nearly impossible to get a precise propeller answer if the reported data and specifications for the boat are off the cuff, guesstimated or vaguely recalled from several years ago.

“Complete data, accurate numbers, and double-verified specifications can produce very accurate propeller recommendations,” says Thelen. “I urge people to verify all their boat, engine, gear, and current propeller data with their own eyes and to write everything down.”

Thelen advises that having a spare propeller is a good idea. “Most people don’t go very far with their automobile unless they have a spare tire,” he says. “And most people aren’t very happy being without a boat on the first day of their vacation because of a damaged prop.

Furthermore, there are so many different types and sizes of propellers in existence today that no one can carry them all, which means that the waiting time for a replacement, for some props, can be months rather than weeks. So if you like your boat and if you want to be able to continue using it when the surprise moment comes, then I suggest carrying a spare.”

acmemarine.com

By Doug Thompson, Southern Boating May 2019

Mercury Debuts 400 HP Outboard

A storied history and a technological future lead Mercury Marine to introduce two equally exciting outboards on each end of the power spectrum.

Historic Lake X

Hidden somewhere in central Florida is a 1,400-acre private lake surrounded by 17 square miles of land and swamp that was used as a top-secret testing facility in the 1950s. Through the day and the cover of night, Kiekhaefer Mercury Company developed and tested their new inline 6-cylinder, 60-cubic-inch, 60-hp outboard engine. A high-speed
version was also developed that produced 90 horsepower from the 60 cubic inch
setup.

https://www.youtube.com/watch?v=ZUrhOwIet-A

Wanting to quell the competitors’ “it’s fast, but it won’t last” campaign, Mr. Kiekhaefer designed a 25,000-mile endurance run to prove the new engine wasn’t a fluke, and at 30 mph for 35 days, the engines ran nonstop to set a world endurance record. To ensure the engine’s quality and might, they were run another 25,000 miles (the Earth’s circumference) at an average speed of 30.3 mph, and yes, the boats were refueled while underway.

We wouldn’t recommend this tactic, but refueling underway was how Mercury achieved a World Record.

Today, Lake X (Lake Conlin) isn’t so secret. It’s still private, but the lake and the facility now show up on Google Maps. Mercury has grown significantly since then, and in 2018 the company introduced the largest product launch in its history with 25 new engines in the V6 and V8 platforms.

Supercharged

Mercury celebrates its 80th anniversary this year, and at the 2019 Miami International
Boat Show they introduced its latest, the 400 Verado, the largest horsepower outboard that gaps the range from the 350-hp Verado and the specialized Mercury Racing 400R introduced last year.

“We can take the two-point six-liter powerhead, the inline six-cylinder engine, supercharged and give it all the attributes of a Verado just like the three-fifty and
bring four things to market,” says Mercury Marine President, John Pfeifer. “It’s a four hundred that’s going to deliver perfect sound with no vibration whatsoever, has the best power to weight ratio by far than any engine of this size (a four-hundred horsepower that weighs sixty percent of a competitive engine), is a lighter engine that is better for fuel economy, and gives all the state-of-the-art prop to helm control systems from joysticks to digital throttle and shift. It also comes in four colors. The days of black engines are over.”

The new Mercury Marine Verado 400 HP Outboard

The 400 is set up for comfort and with Mercury’s new Noise, Vibration, Harshness Technical Center, engineers can ensure the outboard’s quality and quiet operation with
the noise- and vibration-mitigating Advanced MidSection. (Another innovation shown in Miami is the Flo-Torq SSR, a revolutionary product that eliminates prop shaft shift clunk and prop rattle to provide a completely quiet engine.)

“The calibration for the four-hundred mainline product is sixty-eight hundred max rpm,” says Tim Reid, vice president of product development and design. “That gives the engine the ability to make more power but also helps with acceleration. What we’re seeing between the three-fifty and four hundred on white boats is three and six miles per hour increase in top speed, and the acceleration on the four-hundred is blistering because for the most part, you’re staying with the same propeller and with that additional rpm, the boats really jump out of the hole.”

The outboard is designed with a cold-air intake system that has a larger, straighter airflow path to pull outside air directly to the supercharger, which is also cooled through the engine’s cooling system and helps to increase its efficiency and durability. Because of the engine’s ability for higher speeds, optimized guide plates provide greater control, and a smart feature of the Verado engines is the ability to automatically increase idle rpm so the alternator gives more output to recharge low batteries. The 400 Verado can be set
up in multiple configurations and when you add the Joystick Piloting for Outboards, SmartCraft Digital Throttle & Shift, Skyhook digital anchor, Integrated Autopilot, VesselView displays, and Active Trim, Mercury has created one integrated system from the helm to the engine.

Safe and Clean

On the other end of the power spectrum, Mercury has introduced its new 5-hp propane outboard. Developed for ease of use (just pull the propane tank from your barbecue or camp stove) and as an alternative fuel engine, it runs cleaner, there are no ethanol issues, the carburetor doesn’t gum up so it starts more reliably, and it offers environmental (no evaporative emissions) and safety benefits (no combustible fuel on board).

Co-engineered with Tohatsu, the propane engine goes through Mercury’s full validation schedule to meet their strict requirements to ensure the engine lives up to Mercury’s
standards of quality and reliability. Designed for dinghies, small boats and sailboats, the outboard weighs around 59 pounds, has 30 percent lower exhaust emissions compared
to gasoline, and comes standard with an auto shut-off valve.

The 75-cubic-inch displacement delivers true 5-hp power, and with a 5-gallon tank, the engine can run approximately 10 hours at full throttle. It’s the little engine that can.

mercurymarine.com

By Steve Davis, Southern Boating March 2019

Elco Electric Motoryachts

Is There an Electric Outboard in Your Future?

Given the dire warnings about climate change, in the National Climate Assessment released last November by the United States Global Change Research Program, it would seem any skippers with the ability to cut back their carbon footprint might be thinking about doing so.

That said, it’s likely that even bigger changes, beyond the individual efforts to save the planet, are ahead for boaters, especially should we grow less dependent on gas and oil. The use of solar energy, for example, is bound to become a more integral part of the on-water experience, and electric motors are making significant inroads.

Elco Motor Yachts

That last point is one that Elco Motor Yachts, LLC has been working toward for 125 years. Located in the Northeast, not far from the Hudson River in Athens, New York, the company has been making electric inboard and outboard motors as well as custom boats since 1893. In fact, Elco boats ferried more than a million people at the Chicago World’s Fair that year and the builder launched 55 original models. Today, Elco offers electric motor systems ranging from 6- to 100-hp on the inboard side and from 5- to 50-hp in outboard options, including three new outboard models released this past fall: the EP5, EP30, and EP50.

“Our outboards have been receiving a lot of interest over the past few years,” explains Dean Heinemann, director of sales at Elco. “We use a design that looks like a traditional gas outboard and any of our models can be used with a port or starboard side mount, a top mount, a dual-throttle system, or even a conversion kit to keep your current throttle system intact. All are saltwater ready and available with long or short shafts and tiller or remote throttle control.”

According to Heinemann, Elco’s outboards feature all-aluminum casting for superior strength. The new EL5 runs on 24 volts and pushes a 10-foot dinghy with ease while the EL50, by comparison, matches up well with larger craft, including pontoon boats to 36 feet in length. “Any vessel on which you’ll run the engine from 3 to 8 hours a day is a good candidate for an electric motor,” says Heinemann. “That’s how long you have before the batteries need recharging.”

Why Electric?

But really, why would electric motors catch on now after having been available for more than a century with minimal fanfare? “The car market has helped bring electric motors into focus,” says Heinemann. “People are now seeing the benefits of electric motors on a regular basis. They are quiet, clean and efficient. They have zero exhaust and a very small carbon footprint if the batteries are charged with solar or wind power.”

Furthermore, points out Heinemann, electric outboards have no transmission, so they require almost no maintenance and allow northeast boaters, in particular, to easily extend their boating season. “We have New England customers running vessels into late December whereas gas engines just don’t love the cold,” he says. Size-, weight- and price-wise, electric outboards these days fall within roughly 10 percent of gas motors, but that’s not counting battery purchase or a battery banks’ weight. Both of those factors are offset to some degree by not having to purchase or carry a fuel tank, but the bigger you go, the more voltage you’ll need. Elco’s EP5 is a 24-volt unit. Their 9.9-, 14- and 20-hp outboards run on 48 volts. The 30- and 50-hp motors require 96 volts.

“Think of battery purchase as paying for your fuel in advance,” suggests Heinemann. “It is an investment both in your boating pleasure and the environment, but if you go with high quality, deep-cycle AGM battery, it might last for six to eight years. Lithium batteries, which are newer to the market, can last as long as twenty years.”

By Tom Schlichter, Southern Boating February 2019

Cox Diesel Outboard: CXO300

A new Diesel Outboard from Cox Powertrain is a real game changer. Introducing the Cox Diesel Outboard CXO300.

Several years ago, I was touring a superyacht with an enormous tender garage. One of the tenders was an Intrepid center console. But instead of the customary outboard engines, the Intrepid was powered with an inboard diesel engine. This was so it could be refueled directly from the superyacht rather than have to carry separate fuel tanks. At that time, outboard diesel engines were nonexistent. That’s no longer be the case. Come November, one of the marine industry’s most talked about engine developments comes to fruition: the Cox Diesel Outboard CXO300.

Cox Powertrain, a British diesel engine innovator, has for the last decade followed an intense development program to launch a high-powered, 300-horsepower diesel outboard. Their game-changing CXO300 is the world’s highest power density diesel outboard engine. And it looks to completely shake up the U.S. recreational boating market this year.

All About Innovation

The British company initially won a contract from the British Ministry of Defence (MoD) to develop a new concept diesel outboard for use on its fast response navy vessels. The final engine concept is based on a 4-stroke, V8 architecture that offers users higher fuel efficiency, greater range, higher torque, and a substantial total cost of ownership advantages.

The British manufacturer received an overwhelmingly enthusiastic response from recreational boaters, particularly in the U.S. “We have spent the last two years exhibiting at many high-profile shows around the world, but our presence at U.S. recreational shows, such as the Fort Lauderdale International Boat Show and Miami International Boat Show, where recreational boating and saltwater sports fishing are so popular, has generated an unprecedented response,” says Cox Powertrain’s global sales director, Joel Reid. “Recreational users appreciate that they can also benefit from the high torque and extended range that they would get from the CXO300.”

Torque it

According to the manufacturer, the CXO300 has 100 percent higher peak torque at the crankshaft than the leading gasoline 300-hp outboards and 60 percent higher when compared with a leading 350-hp; this difference is amplified when looking below the mid-range rpm. The increased low-end torque will push heavy loaded hulls through rough waters with less strain on the engine and improve even further the fuel performance in comparison to similar gasoline outboards that are notorious for their lack of low-end torque.

Larger vessels will also benefit from the higher torque curves both at the low end and the high end. This translates to the customer in the form of cost advantages. For instance, where you traditionally might use a quad 300-hp installation or triple 350s, you can now operate with triple CXO300s and enjoy fuel savings at the same cruise speed. The engine offers fuel savings of approximately 25 percent in comparison to a similar 300-hp gasoline outboard. Therefore, allowing boaters to go that much further. It’s predicted that only about 10 percent of Cox’s engines will be single installations with most craft having multiple installations. As a result, Cox will be offering three lower unit lengths (25-,30- and 35-inch) and full joystick capabilities with DPS, GPS and cruise control.

Faster Efficiency

Reid adds that fuel savings and higher torque are not the only advantages of this engine. “The CXO300 is designed to live two to three times longer than current outboard engines. We can ease the servicing by allowing a ‘dry’ service every one thousand hours. That’s about once a year, whichever comes sooner,” explains Reid. “Also, users won’t have to worry about buying standard rotation or counter rotation gearboxes. We make them all the same. You just tell your engine in what direction you want it to spin from the display at installation. Also, the CXO300 spline spec is one and a quarter inch, nineteen tooth, which means it is compatible with Mercury props.”

For such an investment to be a success and to build and maintain trust with its customers, Cox knows that its unique diesel engine concept must ultimately be supported by the highest quality sales and service network. “Over the last two years, we have worked really hard to create a premium global network of distributors. They are some of the world’s most prominent marine diesel specialists. Our U.S. distributor reach is vital, so we have made very strong and strategic appointments in key selling areas such as Florida, South Carolina, Texas, Louisiana, New Jersey, California, Massachusetts, and Canada. We want to make sure that customers receive a service experience that goes way beyond their expectations. It’s what makes us stand out from our competitors and truly make Cox the iconic brand that it deserves to be,” says Reid.

A Diesel Revolution?

Cox is led by ex-Cosworth CEO Tim Routsis. His background lies in engine development in global automotive, aerospace and marine markets. The company’s mission is to deliver a completely new concept in diesel engines has the potential to revolutionize the marine market. Routsis is understandably proud of how the CXO300 has become one of the marine industry’s most eagerly awaited new engines. “The CXO300 development has benefitted from our strong pedigree in Formula One racing and premium automotive design,” says Routsis. “We have a highly skilled team of engineers. They possess decades of experience in combustion engines and an understanding of what the market wants.”

The CXO300 will retail for $50,000. However, users could save up to 45 percent on the lifespan of the outboard. That’s based on heavy use of 6,000 hours with an overhaul at 3,000 hours. Diesel outboards have up to three times the lifespan of their gasoline counterparts.

For more information and a list of U.S. distributors visit coxmarine.com.

By L.N. Evans, Southern Boating July 2018

New Outboard Models

If the get-up-and-go in your outboards got up and went and never returned, it’s time to consider new power. So check out these new outboard models.

In recent years, many builders who only offered boats with inboard or I/O power are debuting new outboard models. Think Formula or Tiara. Outboard manufacturers responded to the increased demand by offering new products in a broader range. They are continuing to do so at an accelerated pace. Here are some of the newest outboards that debuted this year.

Mercury Marine

The Wisconsin-based manufacturer launched the Mercury 115 Pro SX in 2016. Now, there is the new 150 Pro SX, which was introduced at the 2018 Miami International Boat Show. According to John Buelow, Mercury Marine vice president of category management, this new four-stroke model is based on one of the company’s most successful engine platforms, the Mercury 150.

“Building on this solid foundation, Mercury engineered the new performance-tuned 150 Pro XS to be the quickest, lightest and most advanced high output outboard in its class,” says Buelow.

Mercury Marine 150 Pro XS features include:

Lightest weight: At 456 lbs., it’s 20 lbs. lighter than the closest competitive product.
Quick acceleration to give anglers a competitive advantage
Improved fuel efficiency
Superior protection against corrosion in saltwater environments

Mercury also announced its new outboard models would include the V-6 FourStroke. It was added to the outboard family with a horsepower range of 175, 200 and 225, plus a V-6 200-hp SeaPro commercial outboard. The new 3.4-liter V-6 platform employs a large displacement and set a new benchmark in the marine industry according to John Pfeifer, Mercury Marine president.

“They are the quietest, lightest, smoothest, quickest, and most fuel-efficient engines we have produced in this range,” he says. The new FourStroke engine weighs 475 lbs. and is the lightest weight in its class by more than 10 pounds. The 3.4L V-6 FourStroke achieves the best acceleration of the builder’s products and 20 percent more torque than the closest four-cylinder competitor at cruise.

Learn more at mercurymarine.com.

Seven Marine

In mid-2017, Volvo Penta acquired majority ownership of the Milwaukee, Wisconsin-based outboard manufacturer. However, the transition did nothing to slow down the innovative builder’s momentum. Seven Marine introduced two brand new models ranging from 527 to 627 horsepower. In addition, the company redesigned and enhanced their 627-hp model.

According to Rick Davis, Seven Marine president and CEO, the intent since the beginning has been to improve the outboard experience. The new product line furthers that vision. “With the market introduction of the 557 seven years ago, we revolutionized the outboard industry with luxury style and big power to carry larger boats. Now, with our Outboard Portfolio, we’re optimizing our product range to adapt to the ever-changing style, performance and reliability requirements of the expanding outboard market.”

The new outboards were built with Seven’s 6.2L supercharged V8 platform. That means closed cooling, wet-disc clutch transmission and fuel injection. All three models have Seven’s new twin-prop contra-rotating (CR) gearcase option. The CR gearcase supports the largest blade area in the industry, ranging from 18 to 19.5 inches, with four- or five-blade props.

Seven Heaven

The results speak for themselves: optimized low-speed maneuverability, better fuel efficiency, less engine stress, and a better trim response. Additionally, the CR is offered as one of three options, along with the standard single-prop twin-pinion and the GT high-speed gearcases. “The standard single-prop unit is for speeds from 60 to 85 mph. The twin-prop unit is for heavier boats running less than 60 mph,” says Davis.

The new 527 features an all-new 1.91:1 gear ratio option, which transmits big torque into high thrust to propel big boats.
The new 577s is a higher-horsepower outboard, with a Spectra-Lite lighting package that provides full-spectrum LED lighting on the rear of the motor.
The enhanced 627sv delivers durable power, torque, fuel efficiency, and industry-leading thrust, and, according to Davis, represents the most technologically advanced outboard in the history of outboard evolution.

The existing Seven Marine 557 engine will be phased out and replaced by 527 and 577 models. Seven also introduced an extended warranty plan at the Miami show with a new optional two-year limited warranty extension on top of the standard three-year warranty.

Learn more at seven-marine.com

Yamaha Marine

In addition to new power offerings in 2018, the Yamaha Marine Group added new rigging options and colors. Ben Speciale, Yamaha Marine Group president, says “With new outboards, rigging, and feature-rich choices, customers can tailor their outboard power. There’s choices available to fit their exact boating needs and preferences.”

The new V MAX SHO 90 is the smallest of the line but comes with class-leading torque and top speed for more power with less weight. The V MAX SHO 90 is reportedly the fastest in its class and also the quietest. The outboard is compatible with Yamaha’s variable trolling RPM switch (VTS) for slow trolling. It is also Y-COP compatible for increased theft protection. The V MAX SHO 90 is compatible with Yamaha’s award-winning multifunction tiller handle.

Additional offerings include counter-rotation. That’s now an option for the Yamaha F200 on boats that require a 20-inch shaft (with digital electronic control). A new color, Yamaha White, also is available for Yamaha F300 and F350 models. Yamaha White is preferred by more than 30 percent of new boat customers in the offshore segment.

Eligible buyers of Yamaha four-stroke outboards in the 2.5 to the 150-horsepower range will also benefit from the “Wake Up to Savings” promotion. It runs until June 15, 2018, at authorized participating Yamaha outboard dealers.

Learn more at yamahaoutboards.com.

By L.N. Evans, Southern Boating June 2018

Tilt and Trim Troubleshooting

Tilt and Trim troubles?

Here are some top tips for tilt and trim troubleshooting.

The time you most appreciate your motor’s tilt and trim feature is when it fails.

At that point, all phases of boat operation have degraded. You can’t trim your motor for better fuel economy or raise it to avoid damage when trailering. Here are some tips for tilt and trim troubleshooting.

The tilt and trim unit allows you to optimize the performance of your boat by adjusting the angle of the engine, which, in turn, adjusts the boat’s running surface. The ability to tilt and trim your engine improves boat performance under a wide variety of conditions from smoothing out a rough ride in heavy seas to reducing draft in shallower waters. While this article is geared toward the tilt and trim system for outboard engines, much of the information provided is pertinent when troubleshooting stern drives.

There are two main types of tilt and trim systems found aboard recreational boats. Older systems often used an electric tilt motor coupled with a mechanical lifting device, such as a worm gear. The most common system in use today is the electric/hydraulic power tilt and trim system. It consists of three primary components: a 12-volt electric motor, a small hydraulic pump, and a reservoir/assembly unit. The electric motor operates the hydraulic pump which forces the fluid to the cylinders or rams that move the motor up or down to trim during operation and for trailering.

Tilt and Trim Troubleshooting Basics

If your tilt and trim unit fails to operate, the following steps should help you identify the problem or at least point you in the right direction. Although these tips are fairly generic in nature, you should be able to apply them to most any tilt/ trim system.

The first step is to determine whether the problem lies with the electric tilt/trim motor or the hydraulic pump assembly. Here are a couple of simple ways to isolate the problem.

Electrical or tilt/trim motor issues

If you try to raise or lower the engine and nothing happens, first check to make sure that the battery is charged and that the battery switch is in the “on” position.

Next, listen for the solenoid/start relay while operating the control (tilt) switch up or down. If you hear nothing, the problem will typically be with the tilt switch, solenoid, or with the wires or connections between the two. If you hear a slight clicking noise while pressing the tilt switch, then you have power from the control switch to the solenoid or relay. The next step is to check the operation of the power tilt and trim motor itself.

All tilt/trim systems use a 12-volt DC reversing-type motor that has one green wire and one blue power wire. If you’re dealing with an older system, the motor may also have a third, black wire, which is used to provide ground to motors that don’t receive it through their casing.

Applying power to the blue wire raises the engine while energizing the green wire lowers it. An easy way to remember this is the phrase: blue sky, green grass (as in the blue wire raises the engine towards the sky; the green wire lowers it toward the ground).

Testing, Testing

To test the motor, the first step is to remove the power to it by disconnecting the blue and green wires. Remove the quick-disconnect plug between the motor and solenoid (if provided) or detach the two wires where they connect to the solenoid or relay. Once disconnected, use a jumper wire to apply 12 volts DC directly to the appropriate wire. But if the engine is in the down position, energize the blue wire (which should raise it). If the engine is in the raised position, connect the jumper to the green wire to lower it.

And if the motor fails to operate with power applied directly to the blue or green wire, the issue lies with the motor. If the motor operates, then the problem is a lack of power to the motor (faulty solenoid or relay, bad connections, etc.). Failed solenoids, relays and corrosion (at connections, relay sockets, quick-disconnect plugs, etc.) are some of the most common problems associated with tilt and trim system failure.

Hydraulic pump assembly problems

If the tilt and trim motor works fine but the engine won’t raise or lower, slips down when in the raised position or won’t stay trimmed, chances are that the problem is with the hydraulic pump or valve body assembly. Start by checking the hydraulic fluid reservoir level. If the level is adequate, the problem is most likely with the hydraulic pump. A low fluid level indicates a possible leak at the seals as does visual fluid around the piston assembly. At this point, repairs typically involve removal and rebuilding the pump or replacing it at a qualified repair facility.

By Frank Lanier, Southern Boating July 2018

Barefoot World Record

Will this video of the Barefoot World Record be the most ridiculous thing you see today?

It’s very possible.

Evinrude announced today a new Guinness World Record title for the most barefoot water-skiers pulled behind a single boat.

This video of the barefoot world record is courtesy of Evinrude and Rushton Graham.

Powered by three 300-horsepower Evinrude E-TEC® G2® engines, 32 performers entered the water at Wolf River in Shawano, Wisconsin to break the record. Completed on September 10, 2017, the official GUINNESS WORLD RECORDS title was awarded in March 2018.

For more information:

Wendy Wilson
262-884-5548
Manager Public Relations
Evinrude
wendy.wilson@brp.com

Weight Distribution

It’s all a matter of balance. Proper boat design is the result of combining optimum stability with a favorable weight distribution.

A boat that runs well is designed well and the most important factor in any hull design, which is as different as there are the many types of vessels out there, is getting everything in balance. With today’s higher horsepower, larger engines in both outboard and inboard sectors—as well as such “standard optional” equipment as a Seakeeper gyro, now available for boats under 40 feet in length—the attention paid to proper weight distribution is even more important.

“It all depends on how weight is distributed, including the longitudinal center of gravity, the LCG,” said David Neese, Grady-White Boats’ vice president of engineering. “This is a constant and we never waver from it. Everything else that comes, after all, depends on that concept. Once you nail that down and get it right, you’re going to get as close to what you want and need out of a particular design. If the boat is not balanced well it is not going to perform well. That’s it.”

LCG is the specific spot where all the weight of everything aboard a boat is concentrated and is usually found somewhere either forward or aft of amidships. A strong factor of proper buoyancy, if the LCG is off, the vessel will present itself either being bow or transom down. “Another important factor are sightlines,” Neese added. “Once we determine where the driver will be sitting and standing, we are very careful, for obvious reasons, to maintain excellent visibility from the helm.”

When Neese hung triple outboards on his Grady-White 33 design, not only did he have to look at the weight of everything on the boat, including fuel, water, batteries, furniture—again, everything going on a particular boat—but also had to consider the added load of another engine. “It changed the balance of a twin-engine design and the numbers had to be fine-tuned so that the LCG was just right,” he said. Even though the engine manufacturers—Grady-White uses Yamaha products—have incorporated weight considerations in the high horsepower engines, there is still an acceptable range to work within that has to be watched very carefully.

Neese builds his boats with a robust design for weight distribution, with the load evenly into the stringer system. And since he knows well in advance when a particular owner wants bigger engines, he can take those steps to add some extra glass on the transom. “We pay attention to all the detail and, after the safety of those on board, nothing is more important to the end product than proper balance and the superior ride of our SeaV2™ hulls,” Neese said.

As with any successful builder, Viking Yachts has established a comprehensive database over the years with which to dial in the precise measurements for every boat they build. And with more powerful inboard diesels along with the aforementioned Seakeepers adding extra weight to the overall equation, more attention must be paid to establishing the proper balance throughout the product line.

Regardless of its size, the concept of a properly balanced boat reaches across all platforms. “Our boats run so very well because they are designed to,” says Dave Wilson, Viking Yachts’ design manager. “Our success is comparing ourselves against ourselves and we scrutinize all our models past and present when thinking of bringing out another boat.” During the initial design process, powerful software is utilized to determine the all-important LCG. Weights and balances, as well as weight control, are taken very seriously by the company in order to deliver the kind of boat, with its expected performance and sea-keeping abilities, its owners require and expect.

Wilson seeks the most optimum compromise for a particular model. “The whole boat is a give and take and you always have to give up something to get something,” he said. When it comes to interior volume, size, number and location of staterooms, engines, fuel and water, all that and a lot more must be taken into consideration.

“Every component, a tower, electronics, electric motors, air conditioning, generators, holding tanks—no matter what is on your boat, it must all be accounted for and weighed before it gets installed,” agreed John Leek IV, Viking’s general manager of its Mullica River, New Jersey facility. “Even if it does not come with a specific piece of equipment, we want to make sure there is not only room for a later install but is already factored into the weight distribution of the boat.”

This weight study is taken into account during the entire design concept and follows the boat right though the build process. As technology brings forth more and more changes and improvements in material and techniques, Wilson can look at past models and see how the new ones are going to be different and how that will affect the boat once hull and water meet. “If, for example, we are building the new 68 Convertible, we’ll have taken a look at our 66 weight report and be able to immediately identify the differences: hull and laminates, size of parts, what mechanical items have changed, and other crucial and important items,” Wilson noted. “With past builds, when we would have to add something or take something out, we would need to start from the top with our numbers. With today’s powerful computer software programs, it’s all factored in.”

In boat design, everything is a compromise. Marine architects and designers are dealing with a defined amount of space, weight distribution factors they have limited control over, and our own ravenous desire to add more and more stuff on our boats. No matter what kind of boat you own, it’s all a matter of balance as to how she takes to the water.

By Ken Kreisler, Southern Boating December 2017

Davis Instruments Stabilizer

Boost performance in any vessel with Davis Instruments Stabilizer Whale Tail XL. Designed for all types of boats, the aluminum stabilizer, and ski boat fin can accelerate time to plane, reduces side-to-side motion and levels out the ride in rough water.

It is easy to install and built to last in fresh or salt water.

MSRP $68;
davisnet.com

New Suzuki Outboard

Suzuki Goes All Outboard

The newest Suzuki Outboard features innovative contra-rotating propellers and more exclusive features.

Suzuki Marine, a leader in four-stroke outboard technology and performance, introduces its newest model, the DF350A. At 350 horsepower, this V6 fourstroke is the largest, most powerful outboard Suzuki has built to date. In development for more than three years, it represents a significant milestone in both engineering and design.

“We have put a lot of work into this new outboard, and we cannot wait to see how the market responds. We have watched with great interest as boats have gotten bigger, especially the center console market,” said Yasuharu Osawa, executive general manager of Global Marine & Power Products Operation for Suzuki Motor Corporation.

“Not only that, but we’ve seen an increasing preference for outboards on all kinds of boats that used to be exclusively stern drive or inboard. The time is ripe for this new outboard.”

The air intake system allows the engine to draw in ample fresh air while separating out water, spray and moisture. Dual louvers under the hood trap larger water droplets and then moisture as it enters the engine cowling, resulting in zero water intake during testing. In addition, intake air temperatures are, on average, 10 degrees cooler than ambient, providing the combustion chamber with colder, denser air for a more powerful cycle.

Two smaller fuel injectors enable precise injection of fuel to the center of the combustion chamber, which avoids off-center combustion—a major cause of knocking. Plus, because 100 percent of the fuel is injected into the cylinder at once, a degree of cooling is also obtained, giving up to 3 percent more power.

To achieve 350 horsepower, the surface of the piston needs to withstand added forces. To assure both performance and long life, Suzuki outboard engineers switched from a standard heat treatment to “shot peening,” a more expensive process that creates fine dimples in the face of the piston that evenly distributes the pressure created during combustion.

While contra-rotating propellers are not a new technology, they have never been successfully used on outboard motors until now. The DF350A’s dual propellers offer three key benefits: compact size, increased stability and greater “traction.”

By distributing the power of the engine over six blades instead of just three, the size of the gears and gearcase could be kept to a minimum, which, in turn, allowed for the design of a sleeker, more hydrodynamic gearcase. Suzuki outboard engineers spent many hours in computer simulation and on the water, knowing that reducing drag underwater would be essential to improving overall boat speed and performance.

Contra-rotating propellers also provide added surface area for more stability and increased “traction” or grip underwater. (Think of the wide slicks on a drag racer as compared to typical tires.) This results in exceptional acceleration, or hole-shot, truer directional propulsion (eliminating steering torque), better-than-expected top speeds and incredible reverse thrust. More important, these benefits are apparent even on heavier boats with full loads of fuel, gear and people.

The DF350A features Suzuki Outboard Precision Control, drive-bywire throttle and shift controls. Skippers will appreciate smooth shifting and precision control of the throttle, not to mention easier rigging, especially when second stations are involved.

Like Suzuki’s other V6 outboards, the DF350A also has Suzuki’s offset driveshaft engine layout, which allows for a more compact outboard and two-stage gear reduction. Twostage gear reduction provides a larger reduction gear ratio (2.29:1), more torque for quick acceleration and improvements in top speed, as well. (It is worth noting that the DF350A can be mounted 27-inches on center, so it will fit on more transoms and take up less space in twin, triple and quad installations.)

The DF350A takes advantage of Suzuki’s Lean Burn Control Technology for improved fuel economy throughout the entire rpm range, and especially at cruising speed. Like all Suzuki four-stroke outboards, the DF350A is extraordinarily quiet at idle.

The development of this new outboard has been driven by Suzuki’s belief that it is important to provide the market with more than just horsepower. While power and speed are critical factors, the added dimensions of efficiency, reliability and stability make the DF350A the ultimate four-stroke outboard. The DF350A will be available in the U.S. in July.

For more information, visit suzukimarine.com.

By B.L. Wade, Southern Boating Magazine July 2017

Steady On Sportfishing

New technology can keep your outboard-powered boat stationary with safety and angling benefits.

Sportfishing is a hit-or-miss proposition—you drop a bait over a specific spot and either hook up or move along because you have determined no fish are biting. Because wind and current conspire to move you off that spot in literally seconds, doing it right means dropping the anchor, and that takes time.

SeaStar Solutions’ new SeaStation GPS Anchoring System offers a tech-driven way for your outboard-powered boat to stay on top of that spot without dropping anchor. You can explore a spot, and if there are no fish, you are quickly on to the next spot without having the hassle of anchoring. It’s a new feature of joystick-control, and it’s one that any multi-engine outboard boat can use. That’s because the SeaStar Optimus 360 system can be added as a retrofit to most twin, triple and quad outboard-powered boats—although one exception is Mercury Verado engines. Once you have the Optimus 360 system and joystick control installed on your boat, the SeaStation feature can be added on with the addition of a dedicated SeaStation GPS antenna and software program.

SeaStar Solutions showed off its new SeaStation feature at the 2017 Miami International Boat Show in February to the public during demo rides on Biscayne Bay. The results are impressive, as the system can hold the boat on a spot within three meters. “When you’re after baitfish, you can move the boat right up to the bait ball and hold your position with SeaStation,” said Scott Allgood, Seastar Solutions Optimus Sales Specialist. “That allows you to get the baitfish faster and move on to fishing. Or if you are fishing a weed line, you can hold your boat’s bow orientation in a set direction while you drift down the weed line.”

SeaStation offers three primary modes:

Heading hold: Hold heading regardless of position. Practical applications include kite fishing/drift fishing, and it allows easier setup to maximize fishing time. It keeps the boat from rotating so lines won’t get tangled.
Position hold: Hold position regardless of heading. Practical applications include bait fishing and wreck/reef fishing. The system will find the best natural heading for the boat, taking into account the current and wind to hold the boat most efficiently. As a result, it holds the position with less shifting and movement of the engines.
Heading and position hold: Here the system allows the boat to stay in position and hold its heading. Practical applications include waiting for a bridge to open, waiting for a spot at the dock to become available and bait fishing near a structure. Regarding safety, SeaStation is not to be used when people are in the water, or when the boat is too close to structures. Someone should always be at the helm.

View a demonstration of SeaStation

https://www.youtube.com/watch?v=m-QnLPTRpkc

SeaStar Solutions has applied the same smart algorithms to SeaStation that the Optimus 360 joystick control utilizes to reduce unnecessary shifting and jockeying of the engines. It provides superior position and heading functions for a large selection of engine platforms. “The feedback we received from users and fishing captains was to reduce the jarring from the engines shifting and unnecessary movement,” Allgood said. “The engines obviously do shift, but as little as possible because it can affect the fishing. We took this input seriously and we are confident SeaStation will be a fishing enabler.”

The winds and swirling currents of Biscayne Bay created a challenge during the Miami Boat Show during our demonstration, but the unit easily held the boat’s position. In addition, having joystick control in low-speed situations is extremely helpful for expert and novice drivers alike.

For example, for the novice cruiser the ability to run the boat at under 1200 rpm and move forward, sideways, backward or diagonally with the twist of the wrist is a boon to confidence around the docks. For the expert, backing down on a kingfish by simply using the joystick, and moving in reverse at the max speed of six mph, makes life much easier. No steering wheel, throttles and shifters to worry about.

“Optimus 360 now brings boat owners with multiple-outboard setups the ability to have joystick control, and now SeaStation anchoring,” Allgood said. “The cost for a twin-engine setup is about $14,500, plus what the dealer charges for the install. Until May 31^st, if you purchase a new Optimus 360 system the SeaStation Anchoring is provided for free. After that, the charge is $3,800 for the antenna and software.”

The components that make up Optimus 360 are proven, including the pumps and cylinders,” Allgood said. “Once you have a system of proven components, now in a new configuration like Optimus, then it’s about the software.”

For customers who are interested in having Optimus 360 and SeaStation added to their boats, there are 180 dealers in the continental U.S. or Alaska that can install and service the Optimus System, as well as a large number of boat builders that offer it as a factory option.

For more information: seastarsolutions.com

Best Outboard Warranty

Looking for the best outboard warranty for your boat?

Many outboard-powered boat owners stick with the same brand of power when replacing their existing outboards or buying a new outboard-powered boat. It’s human nature to stay with what’s worked in the past and satisfies one’s most important requirement: quick to start, easy to maintain, hole-shot performance, fuel economy, aesthetic profile, etc. But ideally, you should know the right or best outboard warranty.

The one aspect of purchasing an outboard motor that’s frequently overlooked, however, is the manufacturer’s warranty. Hopefully, you’ll never have to use it, but if you do, knowing the extent and limitations of your outboard manufacturer’s warranty can make the difference between a land-locked summer and one spent on the water, worry-free. It’s also important to find the best type of outboard warranty for your boat.

A standard warranty is offered with the purchase of a new outboard for a specific period of time. An extended warranty is generally considered a time extension of the original standard warranty and varies according to the manufacturer. In addition to peace of mind, the intrinsic value of the extended warranty depends on a number of factors including if you’ve purchased extended warranties with other products and found them to be a worthwhile investment.

Manufacturer warranty coverage—both standard and extended—differs from brand to brand. The consistent caveat is that most companies specify that the standard warranty applies to boats used only for recreation as opposed to commercial use or racing. (If you participate in poker runs, compete in fishing tournaments or participate in similar activities, make sure you read the fine print to ensure these activities do not exclude you from coverage.)

Other situations include accidents, the abusive operation of the motor, improperly performed repairs or maintenance such as incorrectly flushing the motor, use of unapproved lubricants, customer-applied chemical treatments such as waxes, conditions resulting from modification or alteration of the product.

What’s the best outboard warranty for my boat?

Powering your outboard with the wrong fuel can also void the warranty according to Lee Gordon, Director of Global Public Relations & Communications. “We do our best to educate our consumers on the best usage of their outboard engines. One of the biggest issues in the marine industry today that we are all working on is misfuelling and the lack of education surrounding E15. Consumers can use ethanol blends up to 10 percent, but once you go above that, it can cause serious damage to the engine, which could cause the warranty to become void.”

Owners who perform their own maintenance need to be especially diligent and are should bring their motors to an authorized service representative as soon as problems present themselves. You don’t want a minor fix to turn into a major overhaul.

Manufacturers recommend retaining receipts and keeping a log of all maintenance performed, though Suzuki states in their Warranty Policy: “Suzuki cannot deny warranty solely for the lack of receipts or your failure to ensure the performance of all scheduled maintenance. As the outboard motor owner, you should, however, be aware that Suzuki may deny you warranty coverage if your outboard motor or a part has failed due to abuse, neglect, improper maintenance or unapproved modifications.”

Below are the current standard and extended warranty programs offered by the major marine outboard manufacturers. For more detail on their programs and to find the best outboard warranty for your specific boat, contact the local dealer or go to their website.

Evinrude

Standard warranty: 3 or 5 years depending on model; E-TEC G2 product line covered by 5 years incl. corrosion with no dealer-scheduled maintenance for 5 years or 500 hours. Extended warranty promotion: December 12, 2016 – March 31, 2017: 10-year, non-declining, factory-backed coverage on all Evinrude E-TEC and Evinrude E-TEC G2 engines; evinrude.com

Honda

Standard warranty: “True 5” warranty program; 5-year, non-declining, factory-backed coverage; No extended warranty; marine.honda.com

Mercury

Standard warranty: 3 years limited warranty for outboards 350 hp and below.

Extended warranty promotion: January 1 – March 31, 2017: Additional 2 years free Mercury® Product Protection Gold in addition to 3 years standard warranty on all new Mercury outboards at participating dealers. mercurymarine.com

Suzuki

Standard warranty: 3-year limited warranty on all new outboards for recreational use. Extended warranty promotion: 3-year Extended Protection Plan at no extra charge on purchases of new outboards from 25 to 300 hp for a total of 6 years of product protection; suzukimarine.com

Yamaha

Standard warranty: 3 years limited warranty on all four-stroke outboards except F350C (5 years). Extended warranty promotion: through March 31, 2017 “Choose Reliability”: 2 extra years for 5 total years coverage OR credit of up to $1,500 (depending on model); yamahaoutboards.com

— By Liz Pasch, Southern Boating Magazine February 2017

2016 Yamaha Outboards: Bigger, Faster, Better

Marine press preview Yamaha’s impressive and progressive new products.

It was a fast couple of days. Very fast, in fact. Light but steady mid-Atlantic winds ruffled the waters in Baltimore Harbor, making conditions perfect for testing Yamaha’s newest outboards, particularly the new F350C powerhouse, the next generation of Yamaha’s first-ever 5.3-liter, V8 four-stroke offshore outboard.

With its variable camshaft timing and class-leading displacement, the F350C produces exceptional power and torque in the low- and mid-range rpm applications, perfect for today’s big, bluewater fishing boats. If you own a large, offshore-capable center console, you naturally want that level of performance to move the family-pleasing, fish-conquering designs that are growing in popularity.

On the docks in Baltimore, twin F350C Yamaha outboards mounted on a new Everglades 325 Center Console provided our first look at what this advanced power plant offers. Everglades Director of Dealer Development Shane Kwaterski had us on plane in seconds, and I watched closely as the tachometer climbed past 2,500 rpm. At 3,500 rpm, the 32′ 4″ LOA, 10′ 8″ beam, 11,510-lb. (dry weight with twin Yamaha 350C outboards) center console exceeded 29 mph, burning 21.5 gph for a best-efficiency rating of 1.37 mpg.

Yamaha’s powerful F350C is the world’s first 5.3-liter V8 four-stroke outboard.

But Kwaterski was just beginning, and as he advanced the throttles to their stops, we watched the 325CC top out at a head-clearing 56 mph, turning 6,000 rpm and burning 67.9 gph. Interestingly, the speed range efficiency readings most prized by owners varied from the aforementioned 1.37 mpg at 29 mph to 1.04 mpg at 45 mph—a broad performance spectrum with a relatively slight loss of overall efficiency for the F350C twins.

There was one other boat rigged with the F350C available for testing, a Shearwater 27 Carolina center console. Equipped with a single motor, this 26′ 10″ LOA, 8′ 6″ beam bay boat with a shoal-friendly 15-inch draft was on plane in 5 seconds and turned a top speed of 60 mph at 6,100 rpm. This boat produced best economy with 2.6 mpg at 37 mph and 4,000 rpm and burned 14.5 gph. Like the above Everglades center console, the Shearwater achieved over 2 mpg across a wide range of operating speeds, beginning at 27 mph and 3,500 rpm and extending through 49 mph at 5,000 rpm. When pushed to 5,500 rpm, the efficiency barely dropped from just above 2 mpg to 1.9 mpg.

Yamaha’s F350C is the latest generation of the 5.3-liter, double overhead camshaft (DOHC), 60-degree V8 introduced in 2007 as the next advancement for large, open-water-capable center consoles, among other kinds of designs. This engine provided, and continues to provide in its newest iteration, up to 45 percent more thrust than Yamaha’s legendary 250-hp engine, using features such as sequential multiport fuel injectors for precise fuel metering. It also utilizes a single, electronic throttle control valve actuated by the electronic control module (ECM) for air induction, plus its long pulse-tuned intakes and dual exhausts provide the best flow of fresh and exhausted air charges.

To handle its high output and torque, Yamaha specified strong forged internal motor mounts and an oversized motor bracket, both of which help to mitigate vibration and noise. The manufacturer also developed what they term the “Ultra-Tough Gearcase” and equipped it with hardened, high-strength oversized bearings and bearing surfaces.

What’s more, Helm Master, Yamaha’s fully-integrated control system, was on display on the Everglades 325CC and also on Yamaha Pro Staff Capt. George Mitchell’s Yellowfin 36CC, which had triple F300 outboards, and on Capt. Sean Gill’s Yellowfin 26CC that sported twin F200 outboards. Besides its availability for quad -outboard applications beginning this year, the latest version of the joystick-controlled Helm Master can be specifically tailored for boats larger than 40 feet LOA to make docking easier. (Yamaha’s Helm Master was featured in our May 2015 issue and can be found online: southernboating.com/yamaha-helm-master.)

Aside from the F350C, Yamaha continues to offer a variety of new engines for other boating applications and preferences. Four new V MAX SHO outboards—all of which are compact, lightweight and capable of performance typically associated with two strokes—showcased four-stroke convenience, fuel efficiency and quiet operation. The new V MAX SHO 115, aimed at smaller boats like the Ranger RP190, and the new V MAX SHO 175, aimed at midsize boats like the Veranda Vertex 22RFL pontoon, rounded out the horsepower offerings of the V MAX SHO family, which already includes V MAX SHO 150, 200, 225, and 250 models. Interestingly, the new V MAX SHO 150 X-Shaft and V MAX SHO 250 X-Shaft are the first members of the V MAX SHO family to feature a 25-inch shaft length, making them ideal for boats with large transoms.

Some of you will remember 1986 as the year Yamaha Marine entered the U.S. boating market with a full line of advanced, stainless steel-enhanced outboard motors. I remember it well because that introduction took place in Baltimore. It launched an intense, competitive engineering-based outboard race that continues to this day, bringing more reliability, efficiency and performance to boaters of all stripes. It was great to come full circle by returning to Baltimore to see what’s new from Yamaha for 2016.

INFORMATION:
yamahaoutboards.com

By John Wooldridge, Southern Boating Magazine August 2016