225's-E-TEC, HPDI & VERADO

walleyehed · Feb 12, 2005

Re: 225's-E-TEC, HPDI & VERADO

It is supercharged, but still requires RPM to be effective..that's where they get the top-end pull from. It is my understanding, the HO can still not break the 10% factor, which by using their (NMMA) method, it can't be more than 236HP. BUT, there isn't a listing of which requires a certain max RPM. Merc Verado RPM range-5800 to 6400....E-Tec RPM range-4500-5800. HP on the 'Rude 225 std. is HP @ 5150 RPM. Merc does not state at what RPM HP is rated. Quite a spread on the RPM ranges...I don't know how the Verado is rated....????

Paul Moir · Feb 12, 2005

Re: 225's-E-TEC, HPDI & VERADO

2. Yeah, that's the only one I could find. There's a Microsoft version of it too but I didn't link it since it's twice the size. Same thing though. I couldn't agree more about what you said in point 2. I like Evinrude and think the E-tecs are the greatest thing next to sliced bread. But cripes, it comes right off the corperate website afterall. But then again all empirical 'evidence' is biased, at least by the viewer. Once you learn to like the things you like to see, you'll be much happier.

Kiekhaeferscurse · Feb 12, 2005

Re: 225's-E-TEC, HPDI & VERADO

Paul Thankyou for the link, I couldnt tell tiddly squad from the vid but it was neat flyin by the blade boy.....Oh and the 3 motors I would put up my ole 150 carbed job up against anyone one of them....money in the bank

walleyehed · Feb 12, 2005

Re: 225's-E-TEC, HPDI & VERADO

well said Paul, and I'm guilty of that...

montanaman · Feb 12, 2005

Re: 225's-E-TEC, HPDI & VERADO

Trailer boats has a pretty good article on the E-tec on their web site. Walleyehed, thanks for explaining the HO. Wish my Opti was HO, could allways use an extra 10%. I thought that low end torque was the advantage of a supercharger over a turbocharger. If not I may have to lean even farther toward getting a diesel over adding a supercharger to my current tow vehicle. I hope the E-tec helps Evinrude get over the FICHT stigma. New technology like this only helps the consumer and keeps 2 strokes where they belong, on the water.

Mettaree · Feb 13, 2005

Re: 225's-E-TEC, HPDI & VERADO

E-tec with the 7 year warranty right now seems like it ought to count for something. Also, how are they getting by with no breakin? Just hardening everything like an auto engine. Does Honda say no breakin with theirs? Just curious

bossee · Feb 13, 2005

Re: 225's-E-TEC, HPDI & VERADO

7 year (with extra warranty) - alot can happen in 7 years... Hope they have made the extra warranty usable also in the "fine print" so it does not say "it does cover this" and a very long list of things that is not covered by the extra warranty. With all the electronic boxes these days in modern DFI/EFI outboards it is for sure wise to get extra warranty. Can be expensive things to repair or replace. Lets hope the warranty cover things like that. I got 3 extra years warranty (YES) on my Yamaha F115 two years ago. Now when the factory 2 year warranty is over the 3 extra year will be in effect. Hope I will not neeed to use it... but if I need I hope it will be worth something.

seahorse5 · Feb 13, 2005

Re: 225's-E-TEC, HPDI & VERADO

Originally posted by seahorse: [QB] Bombardier also has an infomercial that is playing in the south Florida area, and soon to other markets. It shows the whole drag race and also specific comparisons to the Verado and the Yamaha 4-strokes in emissions, sound, fuel economy, and performance.

EVINRUDE® E-TEC INFOMERCIAL AIRING SCHEDULE 2/7-2/20 Air Date Day Time Station Market Name Affil 2/9/2005 WE 10:30A WPXC Jacksonville,FL 2/9/2005 WE 1:00P WJXT Jacksonville,FL CBS 2/9/2005 WE 1:30P WPXP W.Palm Bch-F.Prce,FL PAX 2/10/2005 TH 10:00A WPXL New Orleans,LA PAX 2/10/2005 TH 10:30A WPXC Jacksonville,FL 2/10/2005 TH 1:00P WRPX Raleigh-Durham,NC PAX 2/10/2005 TH 1:30P WXPX Tampa-St.Petersb.,FL PAX 2/11/2005 FR 7:30A WMOR Tampa-St.Petersb.,FL WB 2/11/2005 FR 9:30A WPXL New Orleans,LA PAX 2/11/2005 FR 10:30A WPXC Jacksonville,FL 2/11/2005 FR 11:30A WXPX Tampa-St.Petersb.,FL PAX 2/11/2005 FR 1:30P WRPX Raleigh-Durham,NC PAX 2/11/2005 FR 11:00P WTGL Orlando-D.Bch-Mel,FL IND 2/11/2005 FR 2:00A WRDC Raleigh-Durham,NC UPN 2/11/2005 FR 5:00A WFLX W.Palm Bch-F.Prce,FL FOX 2/12/2005 SA 5:00A WUPL New Orleans,LA UPN 2/12/2005 SA 5:30A WTEV Jacksonville,FL UPN 2/12/2005 SA 8:00A WPXL New Orleans,LA PAX 2/12/2005 SA 9:30A WXPX Tampa-St.Petersb.,FL PAX 2/12/2005 SA 10:00A WFPX Raleigh-Durham,NC PAX 2/12/2005 SA 10:30A WPXM Miami-Ft.Laud.,FL PAX 2/12/2005 SA 1:00P WAWS Jacksonville,FL fox 2/12/2005 SA 1:30P WPXM Miami-Ft.Laud.,FL PAX 2/12/2005 SA 2:30P WPXP W.Palm Bch-F.Prce,FL PAX 2/12/2005 SA 5:00P WFPX Raleigh-Durham,NC PAX 2/12/2005 SA 5:30P WRPX Raleigh-Durham,NC PAX 2/12/2005 SA 11:30P WRPX Raleigh-Durham,NC PAX 2/12/2005 SA 1:30A WFLX W.Palm Bch-F.Prce,FL FOX 2/12/2005 SA 2:30A WFTS Tampa-St.Petersb.,FL ABC 2/12/2005 SA 2:30A WLFL Raleigh-Durham,NC WB 2/12/2005 SA 3:00A WRDC Raleigh-Durham,NC UPN 2/12/2005 SA 5:00A WFLX W.Palm Bch-F.Prce,FL FOX 2/13/2005 SU 5:30A WTLV Jacksonville,FL NBC 2/13/2005 SU 6:00A WFLX W.Palm Bch-F.Prce,FL FOX 2/13/2005 SU 6:30A WPXL New Orleans,LA PAX 2/13/2005 SU 12:30P WKMG Orlando-D.Bch-Mel,FL CBS 2/13/2005 SU 1:00P WFPX Raleigh-Durham,NC PAX 2/13/2005 SU 1:00P WOPX Orlando-D.Bch-Mel,FL PAX 2/13/2005 SU 1:00P WSVN Miami-Ft.Laud.,FL FOX 2/13/2005 SU 1:30P WRPX Raleigh-Durham,NC PAX 2/13/2005 SU 1:30P WXPX Tampa-St.Petersb.,FL PAX 2/13/2005 SU 2:30P WJXT Jacksonville,FL CBS 2/13/2005 SU 5:00P WPXM Miami-Ft.Laud.,FL PAX 2/13/2005 SU 5:30P WRPX Raleigh-Durham,NC PAX 2/13/2005 SU 2:00A WLFL Raleigh-Durham,NC WB 2/13/2005 SU 2:30A WFTS Tampa-St.Petersb.,FL ABC 2/13/2005 SU 2:35A WTEV Jacksonville,FL UPN 2/13/2005 SU 3:00A WPLG Miami-Ft.Laud.,FL ABC 2/13/2005 SU 3:30A WAWS Jacksonville,FL fox 2/14/2005 MO 11:30A WPXC Jacksonville,FL 2/14/2005 MO 1:30P WRPX Raleigh-Durham,NC PAX 2/14/2005 MO 12:00A WRDQ Orlando-D.Bch-Mel,FL INDY 2/14/2005 MO 4:00A WRDC Raleigh-Durham,NC UPN 2/14/2005 MO 4:30A WLFL Raleigh-Durham,NC WB 2/15/2005 TU 11:00A WXPX Tampa-St.Petersb.,FL PAX Air Date Day Time Station Market Name Affil 2/15/2005 TU 11:30A WPXP W.Palm Bch-F.Prce,FL PAX 2/15/2005 TU 12:00A WRDQ Orlando-D.Bch-Mel,FL INDY 2/15/2005 TU 4:30A WLFL Raleigh-Durham,NC WB 2/16/2005 WE 8:30A WLFL Raleigh-Durham,NC WB 2/16/2005 WE 11:00A WRPX Raleigh-Durham,NC PAX 2/16/2005 WE 1:00P WPXC Jacksonville,FL 2/16/2005 WE 1:00P WPXM Miami-Ft.Laud.,FL PAX 2/16/2005 WE 12:00A WRDQ Orlando-D.Bch-Mel,FL INDY 2/16/2005 WE 4:00A WNCN Raleigh-Durham,NC NBC 2/16/2005 WE 4:30A WLFL Raleigh-Durham,NC WB 2/17/2005 TH 11:00A WPXM Miami-Ft.Laud.,FL PAX 2/17/2005 TH 1:00A WLFL Raleigh-Durham,NC WB 2/17/2005 TH 1:30A WJXT Jacksonville,FL CBS 2/17/2005 TH 4:00A WNCN Raleigh-Durham,NC NBC 2/18/2005 FR 7:30A WXPX Tampa-St.Petersb.,FL PAX 2/18/2005 FR 10:30A WPXC Jacksonville,FL 2/18/2005 FR 10:30A WRPX Raleigh-Durham,NC PAX 2/18/2005 FR 12:30P WJXT Jacksonville,FL CBS 2/18/2005 FR 1:30P WPXM Miami-Ft.Laud.,FL PAX 2/18/2005 FR 2:00P WRPX Raleigh-Durham,NC PAX 2/18/2005 FR 2:00P WPXP W.Palm Bch-F.Prce,FL PAX 2/18/2005 FR 11:00P WTGL Orlando-D.Bch-Mel,FL IND 2/19/2005 SA 5:00A WRDC Raleigh-Durham,NC UPN 2/19/2005 SA 6:30A WPLG Miami-Ft.Laud.,FL ABC 2/19/2005 SA 9:30A WXPX Tampa-St.Petersb.,FL PAX 2/19/2005 SA 10:00A WUPL New Orleans,LA UPN 2/19/2005 SA 12:00P WKMG Orlando-D.Bch-Mel,FL CBS 2/19/2005 SA 12:30P WAWS Jacksonville,FL fox 2/19/2005 SA 11:30P WRPX Raleigh-Durham,NC PAX 2/19/2005 SA 2:00A WPLG Miami-Ft.Laud.,FL ABC 2/19/2005 SA 2:30A WLFL Raleigh-Durham,NC WB 2/20/2005 SU 5:00A WUPL New Orleans,LA UPN 2/20/2005 SU 5:30A WTLV Jacksonville,FL NBC 2/20/2005 SU 5:30A WPLG Miami-Ft.Laud.,FL ABC 2/20/2005 SU 12:00P WAWS Jacksonville,FL fox 2/20/2005 SU 12:30P WFLX W.Palm Bch-F.Prce,FL FOX 2/20/2005 SU 2:00P WKMG Orlando-D.Bch-Mel,FL CBS 2/20/2005 SU 2:30P WJXT Jacksonville,FL CBS 2/20/2005 SU 12:30A WTOG Tampa-St.Petersb.,FL UPN 2/20/2005 SU 3:00A WRDC Raleigh-Durham,NC UPN 2/20/2005 SU 3:00A WPLG Miami-Ft.Laud.,FL ABC *** This Schedule is subject to change

Jason S in WA · Feb 13, 2005

Re: 225's-E-TEC, HPDI & VERADO

Originally posted by walleyehed: It is supercharged, but still requires RPM to be effective..that's where they get the top-end pull from. It is my understanding, the HO can still not break the 10% factor, which by using their (NMMA) method, it can't be more than 236HP. BUT, there isn't a listing of which requires a certain max RPM. Merc Verado RPM range-5800 to 6400....E-Tec RPM range-4500-5800. HP on the 'Rude 225 std. is HP @ 5150 RPM. Merc does not state at what RPM HP is rated. Quite a spread on the RPM ranges...I don't know how the Verado is rated....????

Walleyhead I did not want to get involved with this conversation due to my one on the other thread. But you are flat wrong on two issues here. 1. There are several different kinds of superchargers. You have a Centrifugal Style, Roots Style and Lyscolm Style superchargers. The Verado is fitted with a Roots Style Supercharger. This is the same style used on the 03/04 Mustang Cobra, various Pontiac Platforms, the old Detroit Deisels 6-71/8-71 and on the older Thunderbird Super Coupe. The advantage of this supercharger is it produces peak boost low in the RPM band creating monstorous tourque. It looses almost all of its efficiency higher in the RPM band and the motor takes over. Hence why Mercury used this type of Supercharging. So NO THERE ABSOLUTELY SHOULD BE ZERO LAG WITH THIS SYSTEM. I happen to competitivly drag race a Mustang and build motors in my off time so if you would like to debate this we can. If it had a centrifugal or lyscolm style you would be right. 2. Would not be the first time Evinrude underrated a motor significantly. Again remember the Rude FICHT 225HO that they proudly advertised had 247 Prop Shaft HP? I do I almost bought one in 2000. Went to an Optimax instead though and glad I did. So evryone on this thread knows I am not biased I have an Opti now and the boat I have on order has a 200 Yammi HDPI. As to RPM ranges it is totally normal for a 4 stroke motor to have a higher RPM band. This would be expessially true with the same block having different HP ratings. As you make more HP for a given displacement the motor has to be spun higher to make that power. I would bet when you look at all the Verados being based off of the same block the power band moves up for each. It is all in the tuning and setup of the motor itself through timing and cams in a four stroke. Personally I think that Verado will outlive them all being a strait six, if you can keep head gaskets in it.

walleyehed · Feb 13, 2005

Re: 225's-E-TEC, HPDI & VERADO

I happen to competitivly drag race a Mustang and build motors in my off time so if you would like to debate this we can.

No, ...no debate needed...I'm a certified allied signal, air research tech for Turbos, certified by Pratt & whitney for superchargers and most aviation applications for turbo superchargers.. I understand them quite well, and I also fly behind all 3 types, and just like an outboard, the power is needed at mid-range and top-end. If the throttle plates aren't wide open, there is no need for boost. Remember, there are 3 types, turbo charger, super charger and turbo supercharged...all are designed for max manifold pressure at RPM (High). If you have something that provides boost with low throttle settings, ie., hole-shot with an outboard, I'm un-aware of it and would like to hear more, and if so, why is an inner-cooler required if only effective at low RPM???(Low exhaust temps)

Jason S in WA · Feb 13, 2005

Re: 225's-E-TEC, HPDI & VERADO

[/quote]No, ...no debate needed...I'm a certified allied signal, air research tech for Turbos, certified by Pratt & whitney for superchargers and most aviation applications for turbo superchargers.. I understand them quite well, and I also fly behind all 3 types, and just like an outboard, the power is needed at mid-range and top-end. If the throttle plates aren't wide open, there is no need for boost. Remember, there are 3 types, turbo charger, super charger and turbo supercharged...all are designed for max manifold pressure at RPM (High). If you have something that provides boost with low throttle settings, ie., hole-shot with an outboard, I'm un-aware of it and would like to hear more, and if so, why is an inner-cooler required if only effective at low RPM???(Low exhaust temps) [/QB][/quote] Here is some reading quickly looked up on the web about it. Lyscolm is also known as screw type supercharger. An intercoller is not only required and effective at lower temps. Roots type superchargers will heat air faster than anything except maybe a turbo. I will discuss this later. It is all in semantics and choosing the right form of forced induction for the right application. With a plane and a outboard motor or even a given automobile motor you can tune through the use of forced induction method the kind of powerband you wish to build. Hence the choice of most automotive manufactures to choose a roots or screw style (over the road trucks back in the day had roots supercharged two stroke detroit diesels) to increase the power all over the powerband of the motor making it more efficient on the street. Turbos are also good for this because when choosing the correct compressor size it makes peak boost very early on after some initial lag and stays at peak boost there is no drop of pressure on a turbo. Centrifugal Superchargers are popular along with turbos for drag racing because peak boost is built generally after the vehical is moving allowing you to get the car off of the line with lower output from the motor. With the Centrifugal the faster you spin it the more it will continue to build boost and hence power. Roots style are used int he big cars but for us hobbiest drag racers we don't like them because they make too much torque down low inducing traction problems. I would think if you were certified you would know some of this stuff. Aviation applications are different though. You are dealing with lower pressures the higher you go. Superchargers and Turbochargers were born out of this though. In the 1920's-1950's a lot of development was mad in the aviation field. Piston powered aircraft could only go so high and so fast because the higher they went the thinner the air got. Supercharging was born out of this. I believe the French were the first to use it on a large bomber built between the world wars. Boeing was the first american company to use it and it was for the B-17 bomber built for the first war. To make it be able to fly higher and faster. Later it was really nessesary on the B-29 bomber which had 6 supercharged pusher propped piston engines. It was designed to fly higher and furthur than ever before out of a need to be able to bomb Japan. It had supercharged motors to operate at extreme altitudes. I am remembering most of this from College Days 10 years ago when I got my mechanical engineering degree. I may be off on dates and the history stuff in here but I know it all is most technically sound. http://www.proficientperformance.com/tech_centrifugal_vs_roots.php http://www.popularhotrodding.com/enginemasters/articles/hardcore/0411em_super/ This is a typical efficiency for a Roots or Screw type Supercharger. What you are thinking of is a Turbo OR a Centrifugal Supercharger. With a Roots or Screw the faster you spin it is not always better. When spun too fast it will actually lose boost because it will start to generate too much heat, and can have belt slippage due to the positive displacement design. http://www.kennebell.net/techinfo/general-info/boost-vs-rpm-comparison.pdf As to an intercooler. Take any gas and it follows some basic rules. One of them is the PV/T=PV/T where P=Pressure, V=Volume, and T=Temperature. This is a given law. Air is a Gas, I am not refering to the fuel. Given a set volume of air (this is held constant through the given means of compression be it supercharger or turbocharger) we compress it. Temperature is going to increase. This is a given. Where an intercooler (which is not the correct terminology it shouls be called an aftercooler or charge cooler in this case) comes in is to reduce temperature. This in turn for a given pressure (held constant by said means of supercharger or turbocharger) means we will put a larger volume of air in the motor. More air in a internal combustion motor means more power as a motor is nothing but an air pump. Intercoolers are not used (or most commanly is a misused term when it comes to automotive use) in cars for the most part. A true intercooler is used when a compresser (be it turbo as most commanly used in series on big rigs) is used in series. I am off my high horse on that one but even the major manufactures mis use that term. We should debate this off line through e-mail or something else as it is detractiing from the thread. I like a good debate and it is always good to excersise the mind. I have absolutaly nothing against either form of boat propulsion. I am not just a big E-tec nor Mercury fan. My 150 Opti is on its third power head. I have owned motors from most companies including Johnson (actually have a 8HP four stroke Johnson Kicker right now). Thanks for making me dig some of this college knowledge out of my brain though.

walleyehed · Feb 13, 2005

Re: 225's-E-TEC, HPDI & VERADO

Good info...I respect your knowledge of this subject. And just for the sake of fun, the B-29 had all 4 pulling...the B-36 had the pushers....

Our intended purpose in aircraft is of course, to maintain sea-level power at altitude vs. boosting power at ground level.

Jason S in WA · Feb 13, 2005

Re: 225's-E-TEC, HPDI & VERADO

Ahh now that you have refreshed my mind you are correct. The B-29 was the first to have the spiderweb windshield deal right? I took an intrest in Boeing here recently with the fact I live in the same area as them. The B-36 was the one to end the War of all wars with the first use of a nuclear weapon, followed by a flight of 850 of those bad boys over Tokoyo for a show of power. Not a bomb dropped on that run. Japan surrendered prior to the first of the flight to touch back down on the island of Guam. By the way Walleyehed I respect your knowledge of props. Got a Question for you. Heres a link to the boat. 20" with a 2' "seadrive style" transom. Not going to put a jack plate or anything on it. Canvas will always be up. I am thinking of starting with a 3 blade 19 pitch with a cup or a 4 blade 20 pitch on the 200 HDPI. Now if only Yamaha would only get some more motors in the country. The dealership I bought the boat from said they are back ordered on the HDPI's due the the Merc -vs- Yami lawsuit. But now that it is settled they should be getting back to normal. Heres the link to the boat. http://www.weldcraftmarine.com/ It is under 2005 models the Maverick 201DV http://www.yamaha-motor.com/product...troke_hpdi_bss_wld-maverick201dv-z200txrd.pdf Whats your opinion of where to start. Not going to be trolling with it. All running. It is the main motor, going to be a T8 on the back also. Was thinking the 4 blade for the extra bow lift with 1) the extra weight carrying in front, 2) the canvas being up the majority of the time. Want to try and get 50+ MPH out of the 200 HDPI on it. Yamaha tested the boat with a 19 pitch 3 blade and got 48MPH. That was at 5500RPM and they don't say if they had any throttle left.

Trophy23 · Feb 13, 2005

Re: 225's-E-TEC, HPDI & VERADO

Well, I wasn't going to say any more on this thread because it was started by Kenny, but I have been reading it with a lot of interest because I don't know as much about turbo or super chargers and would like to know more. However, I do know the Verado does have 15 pounds of boost available from idle. Even if I run on muffs it has this reading. They are using a waste gate and I'm not sure exactly when the gate starts that controls boost through the intercooler to the motor. Not sure what rpm they start supplying the boost. Guess I'll have to look when spring comes and I can try it out on a lake. Don't know if this will help you and Jason figure out what Merc is doing. Mike

walleyehed · Feb 14, 2005

Re: 225's-E-TEC, HPDI & VERADO

Well, I wasn't going to say any more on this thread because it was started by Kenny,

Please, jump in any time...it's not "my" thread. Jason S., I think I would stay with a 19 pitch in 3 blade. If you ran the 4-bld, you could raise motor slightly, but I don't think top-end would change much if at all. That 2 ft set-back will help with hole-shot, and you have plenty of ponies, so I don't think a 4-bld will gain a significant amount of performance throughout the spectrum. There are other, more aggresive 4-blds out there, but this type of hull doesn't respond well to high-rake designs. Are you considering Yamaha's 19" in SS?????

Jason S in WA · Feb 14, 2005

Re: 225's-E-TEC, HPDI & VERADO

A wastegate controls the total amount of boost made. It works different for turbos and superchargers. With a supercharger it is a diverting valve on the outlet. A spring will allow a valve to start to open at 15# and send some of the now pressurized gas to go back to the inlet side of the supercharger. With a turbo it is in the exhaust system. A turbo takes the heat and flow from the exhaust gas and uses it to spin a compressor wheel. The combination of the expanding hot gasses and the flow of the exhaust gasses spins the wheel much like the belt on a supercharger does. With a turbo the wastegate is in the exhaust system with a pressure sensing spring in the intake system. This will bypass exhaust gasses around the turbo to make a given amount of boost. Also a turbo and a supercharger will typically have a blowoff valve. When you slam the throttle shut there is no where for the pressurized air to go. You can hear the blowoff valve open. Those of you with turbo diesel pickups have undoubtably heard this (with the Ford PSD it is the farting sound, but it is not a blowoff valve with that one, whole new different type of variable vane turbo). As to props Waleyehed, was thinking the Yamaha Saltwater Series as my boat will mostly be used in the salt. Also have heard this is a more agressive prop as far as they go.

Silvertip · Feb 15, 2005

Re: 225's-E-TEC, HPDI & VERADO

Jason - the B29 did not have six pusher engines. The B36 did. It later had two jet pods added (four engines) that were used for takeoff and once airborne were generally cut for cruise. And speaking of a manufacturer blowing their own horn, have any of you actually looked at Mercury's 2005 catalog. Why if you believed all of their performance hype all of the other manufacturers should just pack it in. And if you want something other than a Yamaha 300 HP four stroke, don't bother picking up their catalog.

walleyehed · Feb 15, 2005

Re: 225's-E-TEC, HPDI & VERADO

Jason, the saltwater series are great props. Generally speaking though, the off-shore props have less lift, (slightly less rake) the cup is often Moderate, but only at the trailing edge and is not exagerated too much around the tips. Off-shore props are best suited to "cruising" situations at fair speed in rougher seas-they hold good in rough water. Higher rake blades are more sensitive to sudden changes in attitude at speeds such as high cruise. I would say the Off-shore is slightly less aggresive over-all.

alden135 · Feb 15, 2005

Re: 225's-E-TEC, HPDI & VERADO

I'm a carpenter and I obviously know a heck of a lot more about superchargers and turbochargers than any on this thread. My ex wife was both. Charging up my credit cards at neck-snapping speeds through all rpm ranges.

seahorse5 · Feb 22, 2005

Re: 225's-E-TEC, HPDI & VERADO

Originally posted by Major Woods: . I am just a little schechtical of any testing not performed by an independant company. It just brings up to many issues about proper setup of props, motor heights etc...

Here is Bombardier's info on setting up the boats: HPDI equipped Ranger ran a 25P VX-Max Prop @ 5500 rpm and ran 68.0 mph (gps) Verado equipped Ranger ran a 23P Tempest prop @ 6200 rpm and ran 68.0 mph (gps) E-TEC equipped Ranger ran a 26P Raker II prop @ 5400 rpm and ran 70.7 mph (gps) All three boat/motor combos went thru numerous prop changes and engine mounting height adjustments to deteremine the best set up for each rig. The best set up yielded the above race results. Additional Note on Verado set up: As it came from Ranger, they (Ranger) recommended running the Bravo1 prop. The testers tried that as well as various pitch Trophy, Mirage, High-5 and Tempest props. Every prop/engine height combination they used to try to get engine rpm up, caused the speed to drop...

225's-E-TEC, HPDI & VERADO

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