2006 Evinrude E-TEC Outboards
2006 Evinrude E-TEC OutboardsTwo years ago Evinrude announced the release of the first E-TEC engines, ranging from 40 to 90 HP.These were revolutionary 2-stroke engines with lower emissions, better economy and lessmaintenance than 4-strokes. Last year the3.3 Litre V6 E-TEC engines of 200 to 250HP appeared to rave reviews of theirperformance, economy and quietoperation. Now for 2006 the 60 degreeV4 and V6 engines between 115 and 200HP will arrive. The 2006 E-TECs not onlycontinue the E-TEC philosophy, but addsome new features – the industry’s firstelectronically controlled tuned exhaustsystems.Tuned exhaust systems on 2-strokeengines have been around since the early1960’s on motorcycles and go-karts where1966 Johnson 100 HP with early tuned exhaustthey were also very visible. The firstsystemtuned exhaust systems on productionoutboards happened in 1966, but thesewere well hidden inside the engine casings. It consisted of a short megaphone suspended inside arectangular box and made some use of the pressure wave energy available in the exhaust gasses toincrease the charge in the cylinder.3 Cylinder outboard engines also started to appear in the 1960’s for the very good reason that having120 degrees between cylinder firings just happens to provide nearly ideal spacing for a tuned exhaustsystem. That is the pressure wave created in the exhaust system when an exhaust port opens justhappens to be at the sametime as another exhaust portis closing, raising thepressure in that cylinder bypushing back some of theover scavenged fuel and air.Having higher pressure inthe cylinder just after theexhaust port closes is like alittle free supercharging,providing a power boostand better economy throughless wastage of fuel out theexhaust.In the mid 1970’s V6outboard engines arrivedand immediately powerjumped by over 50HP.Although it was not veryOne of 2 tuned 3-cylinderobvious at the time, one ofsystems in a V6 mid-sectionthe main reasons wasexhaust tuning. V6 engineseasily lend themselves tohaving two 3-cylinderexhaust systems neatly hidden away in the V of the engine.Iame 48PWDPage 1 of 8
However not all engine sizes can be 3 or 6 cylinders. Engines around the 100 to 130 HP range are toobig for 3 cylinders and too expensive with 6 cylinders, so 4 cylinders is much more common. 4cylinder 2-stroke engines fire every 90 degrees which makes for a nice smooth, low vibration engine,but the exhaust pressure waves travel across the exhaust system a little too early to be useful as a“plugging” pulse for another cylinder. By arranging the firing order to alternate between port andstarboard sides on a V4, and keeping the port and starboard exhaust systems separate, the pressurewaves then need to travel to the base of theengine then up the other side. This lengthensthe wave travel path and helps to get it toarrive at the right time, but it was still notquite as good as a 3 cylinder system.Then in the mid-1990’s the “U tube”exhaust system arrived. The join betweenport and starboard exhaust systems nowextended well down into the mid-section ofthe engine, increasing the exhaust pressurewave travel distance and improving thetuning.The 2006 Evinrude E-TEC 2 and 4 cylinderengines now add electronic control to varythe tuning at different engines speeds toprovide a very broad flat torque curve.The new 60HP E-TEC is an 860cc twincylinder engine. Two cylinders fire too far“U” tube system on a V4apart to allow the pressure wave from onecylinder to be used as a “plugging” pulse forthe other cylinder, so the exhaust system utilizes a reflection of the pressure wave from the samecylinder. The tuned exhaust system in the engine’s mid-section resembles an “expansion chamber”system, but folded up to fit into the available space.A completelynew, single piecelost-foam castingis required inorder to fit thenew larger systeminto the enginewhile stillretaining roomfor the coolingsystem waterpump, enginemounts and thedriveshaft.Exhaust gassesenter the systemat top right. Theexhaust gas outletis at bottomcentre. Pressurewaves travelaround the Ushaped loop andIame 48ExhaustfromengineWaterentrypointGas exittopropellerRed outline shows the shape of newsingle piece 60 E-TEC system comparedwith the blue line of previous multi-piecesystemsPWDPage 2 of 8
BHPare reflected from the far end (upper centre on picture). The timing of the reflected wave is crucial totuning and is determined by the distance it needs to travel and its speed. The new single -piece systemhas a large volume for a stronger reflection and greater length for best tuning effect at a lower RPM.In addition, water is injected into the system by the Engine Management Module (EMM) switching ona solenoid valve when it senses high throttle opening. Cool water on its way into the engine is injectedby the solenoid valve, lowering the gas temperature inside the tuned section and slowing down thewave speed. Pressure waves in the exhaust gas travel at the speed of sound, about 1100 kph in theatmosphere at room temperature, but in the exhaust gas where temperatures get to 500C it can be1500 kph, so cooling thegas temperature has a70large effect on the timingof the pressure waves and60With Watertherefore the engineInjectionspeed where the exhaust50tuning works best.The EMM monitorsWithout Water40Injectionthrottle opening andRPM, and when the30throttle opening is above80% water is injected20between 2500 and 450025003000350040004500500055006000rpm. The result?RPMBetween 3500 and 4500Power output curves for the 60 HP E-TEC, with and without waterRPM, at full throttle,injection into the exhaust system.power is increased byaround 5 HP or more than 10%. Above 4500 rpm the system is dry to get the fastest pressure wavetravel for best power at high RPM.New V4 and V6 “Small Block” E -TECs2006 also sees the long awaited release of the 1.7 Litre V4 and 2.6 litre V6 E-TEC models, withoutputs between 115 and 200 HP. These new engines now fill the gaps in the E-TEC range so there’snow a full range from 40 to 250 HP. To enhance quality and durability, E-TEC models use manycommon components across the model range. The 40 to 200 HP range utilizes 2, 3, V4 and V6cylinder engine all with identical bore andstroke. These models use the same – Piston ringsCrankshaft bearingsCon RodsCylinder heads (starboard head onV engines same as 2 or 3 cyl inlineengine)Electronic sensors for enginemanagementLinkages and external hardware.In addition the mid-sections, gearcases andcrankshafts are shared over severalmodels.The new V4 and V6 models from 115 to200 HP all share a 60 degree V angle andIame 48PWDPage 3 of 8
the same bore and stroke as previous Evinrude 60 degree V angle engines, but that’s where thesimilarity ends. The E-TEC models have a newly designed lost foam cast cylinder block with largerair intakes and reed valves, more cooling system area and a larger, more free-flowing exhaust system.Lost foam castings allow very complex shapes to be cast ina single piece allowing freedom from the need for manyfasteners to hold several pieces together and all the roomthey need along with gaskets to seal the joints. The processis simple, make a cylinder block out of many small piecesof polystyrene foam glued together to get the desired shape.Coat the resulting assembly in a hard ceramic shell bydipping in a slurry solution then baking in an oven. Nowsupport foam block and its ceramic shell in a sand box tohold its shape while you pour in the molten metal.The molten metal vapourises the foam and takes its exactshape. After it’s cooled, you vibrate the new casting tobreak away any remaining ceramic shell (it also cracks a lotduring the cooling), then it’s ready for machining andsurface coatings.The new 115 and 130 HP V4 E-TEC models also introducean electronically controlled tuned exhaust system, but beinga 4 cylinder engine it requires a different method than thatdescribe above for the 60 HP. For best mid-range powerand acceleration, the “U” tube that joins the port andstarboard exhaust systems needs to be quite long, but thatthen detracts from peak power. So the V4 E-TEC utilises a system where the pressure wave travelpath can be switched from long to short.For best power below 4500 RPM, the “plugging” pulse travel needs to be long, in the order of about80 cm. A “U” shaped passage is provided inside the engine’s mid-section to get the required length. Apair of mechanical va lves in the exhaust are moved by an electric motor controlled by the engine’sEMM. With the valves in the open position, waves travelling from one side of the engine to the othermust travel thelongest distance,arriving at the righttune for best tuningeffect between3500 and 4500rpm. Thisimproves midrange torque andeconomy atcruising speeds.For maximumpower a shorterwave path travel isbetter, so above4500 rpm thevalves are movedto the closedposition, opening acrossover port inthe exhaust system.Iame 48PWDPage 4 of 8
Now the pressurewaves are forced totravel a muchshorter distance,about 60 cm, sothey arrive at thecorrect time forbest tuning effect inthe 4500 to 5500rpm range.These new E-TECmodels also sharethe very lowemissions,excellentperformance andfuel economy forwhich Evinrude ETEC engines arenow well known.Features broughtabout by the use of2-stroke engine technology combined with the revolutionary E-TEC direct injection system. Twostroke engines have twice as many power strokes for any given RPM, so making the desired powerlevel is much easier. They also have farfewer engine components making for asmaller and lighter package which is verynoticeable in boat performance. Thecylinder heads is where the really bigdifference is obvious.On a typical V6, 4 valve, 4 strokeoutboard engine there can be as many as195 individual components parts in thecylinder heads, not including the fuel andelectrical system parts. On the E-TEC V6the comparable parts count is just two.Typical V6 4-strokeOf course, this relative simplicity of the 2stroke engine was, for most of the last 100years, offset by their sometimes erraticrunning and heavy appetite for fuel, butnot any more. Direct fuel injectionprovides a way to inject fuel after the portsare closed so all that is lost duringscavenging of the cylinder is fresh air andexhaust gas. Immediately 2-stroke enginesbecame much cleaner and more economical, and because of their simplicity they retained their greatpower to weight ratio. These early direct injection systems sometimes utilised an electric solenoidtype of injector to create the rapid fuel pressure pulses required to inject the fuel in the short timeavailable. Here an electromagnet moved an iron armature to create the fuel pressure, and they wereeffective. They had great power, excellent economy and low emissions on a par with most 4-strokeoutboards. To get better they needed a way to inject the fuel faster, although being able to injectenough fuel for each 40HP cylinder in about 5 thousandths of second probably sounds very fastindeed. However at 5000 rpm, that time represents nearly 180 degrees of crank rotation, which isabout the time limit before we start to lose fuel out the exhaust again.Iame 48PWDPage 5 of 8
The Evinrude E-TEC injector can inject all the fuel we need in less than 90 degrees of crankshaftrotation, or 2.5 thousandths of a second. It can do this because rather than a “solenoid” design, the ETEC injector is a “voice coil” design. Like a loud speaker, the electromagnet coil is moveable (not thearmature) and it reacts against a powerful stationary permanent magnets.In addition E-TEC enginesoperate the injectors at 55volts. The end result isfaster and much morepowerful injectors, withpeak fuel pressuresreaching over 600 psi.Being a Voice Coil design,the injector can be drivenin both directions. Anelectrical pulse starts itmoving and an oppositepolarity pulse can stop it,much faster than a springcan, so now you have muchgreater control over howmuch fuel is injected andexactly when.CoilNozzleMagnetsE-TEC injector at restSo much control that nowyou can easily operate anengine in either stratified orhomogeneous modes,which ever is best for therpm and load. Stratifiedmode uses only a smallportion of the combustionchamber, so when only alittle power is required, theengine runs like it hasmuch smaller cylinders.A small cone of fuel issprayed into theE-TEC injector during fuel injectioncombustion chamber, closeto the spark plug. The E-TEC nozzle shape andtangential flow channels allow very fineatomisation of the fuel while retaining the fuelplume in close proximity to the spark plug. Therest of the combustion chamber and cylindercontain only air and some exhaust from previouscycles.When higher power is required, homogeneousmode is used where the whole cylinder is utilised.More fuel is injected, earlier and with more force.The fuel spray is bounced off the piston crown tohelp spread it across the cylinder mixing it withthe all the available air, and providing themaximum power available .Close up cut-away of the E-TEC injectornozzleIame 48PWDPage 6 of 8
High speed photograph of a stratified injectionspray plume.The beginning of a homogeneous injectionspray plumeNow that the fuel is injected directly into the cylinder, the engine’s lubricating oil can no longer becarried into the crankcase by the fuel, the old traditional 2-stroke method. E-TEC engines use amodified version of the fuel injector to inject oil into the air stream entering the crankcase where it isdistributed throughout the bearing surfaces and cylinder walls. It’s easy to think the oil droplets mightnot mix very well with air and just cling to thewalls. This series of high speed photo’s willshow just how well the oil droplets are brokenup into a fine mist.The arrow points to a small drop oil that is onthe side wall of a reed box. This is a drop of oilthat has been recirculated from the crankcaseback into the intake manifold. The reed valvesare starting to open, and the engine is running at5000 rpm. The next picture shows the oildroplet pulled off the wall and starting to“explode” by the air speed. The camera’s brightlight shows the exploding droplet as a littlewhite cloud. The last picture shows the oildroplet now converted to a mist so fine that ishardly reflects any light.Because there is no fuel in the air traveling intothe crankcase with direct injection engines, theoil is not washed away and can remain on thebearing surfaces for many hours of engineoperation. E-TEC engines have a warningmode where if oil pressure is lost for anyreason, the rpm is brought back to 1200, wherethe engine is capable of running up to 5 hourswithout damage.The warning system is called SAFE (SpeedAdjusting Failsafe Electronics) and monitors allengine management sensors. Any engine “lifethreatening” problem, such as no oil or nocooling water, will bring the engine back to1200 rpm and signal the operator via a 30second horn and visible indication on the dashinstruments. A minor intermittent problem willbe recorded in EMM memory to aid the servicetechnician, but the operator is not bothered withwarning signals.Iame 48PWDPage 7 of 8
All Evinrude E-TEC engines 115 HP and larger are also compatible with NMEA 2000 (NationalMarine Electronics Association) standard for CAN Bus instruments. CAN Bus (Controller AreaNetwork) enables the various pieces of modern electronics on board your boat, like the enginemanagement computer, your dash instruments, your GPS and your Fishfinder to all network togetherand share information, and even displays.Several types of CAN Bus instrumentsare already available and more willfollow. Evinrude’s own I-Commandsystem combines analogue and digitaldisplays on the same dials. The digitaldisplays are changeable so you candisplay one, or more, of severalpossible combinations, at the press of abutton. Figuring out how much fuelyou have left, or how many miles youcan travel on the remaining fuel is noweasy.Lowrance havea differentapproach intheir newLowranceNETLMF 400series. Herethe entireinstrument faceis an LCDdisplay andwhich featureor type of dialyou haveshowing, orhow manydials, is very flexible and easy to use. A simple push of a button can offer you up to 8 screen layouts,with the data of your choice.CAN Bus adds more features to the electronics available onboard, but surprisingly the wiring actuallygets simpler. Gone is the power and ground to every gauge, plus signal wires and wires for lights.CAN Bus instruments have asingle, multi-cored cable that isjust “daisy chained” from oneinstrument to another. Allinstruments share the same powerand signal wires, the difference isthe data is sent around thenetworks as small “packets”, eachwith its own identity. Forexample, a packet of data aboutfuel flow is ignored by gauges notinvolved in fuel flow or economy.The NMEA 2000 standard laysdown how packets of data areconstructed and what “language” isused so all NMEA 2000compatible gauges can communicate.Iame 48PWDPage 8 of 8
2006 Evinrude E-TEC Outboards Two years ago Evinrude announced the release of the first E-TEC engines, ranging from 40 to 90 HP. These were revolutionary 2-stroke engines with lower emissions, better economy and less maintenance than 4-strokes. Last year the 3.3 Litre V6 E-TEC engines of 200 to
Evinrude outboard engines are manufactured in Sturtevant, Wisconsin, in a state-of-the-art manufacturing facility that is less than 30 miles away from where Ole Evinrude invented the first outboard engine more than 100 years ago. One hundred years of life on the water and counting. And, Evinrude is part of the BRP family of
1978 Evinrude Outboards 9.9/15HP Service Manual This manual covers service information on 9.9/14HP models. Part number: 5394 This original Evinrude Service manual used by dealers to service and repair outboard motors. Manual is searchable and indexed. It includes hi-resolution images and diagrams. Manual covers the following models:
EVINRUDE / JOHNSON EVINRUDE , JOHNSON . 1996-2005 9.9 - 15 HP 2-Stroke.1974-2005 9.9, 15 HP 4-Stroke .1995-2001 Boat Description/ Length 012112 Rubber Hub Bushing ALUMINUM PROPELLERS Dia. Rot. Pitch Bld # OEM Part # Part # 14’-16’ - AL 10 R 7 3 763456 .
High performance boaters should use Evinrude XP'M High Performance Lubricant. This custom blended outboard lubricant is TC-W II certified and is specially formulated for the extra stress of the high performance outboard. See your Evinrude DEALER for OMC SysteMatched'M accessories and lubricant engineered specifically for use with your Evinrude outboard. Refer to the Fuel and Oil section of .
Gear Lube Capacity Chart - Johnson/Evinrude/OMC Engines Model Year Capacity (Oz) Evinrude-Johnson Outboards 9.9 2-Stroke 1974-Thru 9 9.9, 15 4-Stroke 1995-01 9 9.9, 15 4-Stroke 2002-Thru 6 10 1956-57 9 10 1958-63 10 14 1951-52 10 14 1988-90 8 15 1953-55 10 15 1956 9 15 1974-Thru 9 18 1957-73 9 20 1966-73 9 2 1985-Thru 11 25 1951-55 14 25 1969-84 9
JOHNSON/EVINRUDE (OMC/BRP) Model Identification MODEL IDENTIFICATION CHART CONTINUED ON NEXT PAGE. 159 OUTBOARD 18-5003 TUNE-UP KIT . EXAMPLE: E70PLEEA - Evinrude model, 70 HP, Power Trim&Tilt, 20", 1999 model JOHNSON/EVINRUDE (OMC/BRP) Model Identification/Ignition System
PADI Independent Study Assignments Tec 40 Tec 40 Knowledge Development One Manual Supported Content Study assignment: Tec Deep Diver Manual, pgs xi, pg xiii Your Obligations and Responsibilities, pg xiv Diver Accident Insurance, pg 1-9 including Tec Exercise 1.1. Disregard Tec Deep a
COUNSELING SKILLS AND TECHNIQUES TO BETTER SERVE PARENTS AND FAMILIES Presenters: M. Kyle Capstick Lindsey Bray . INTRODUCTION o Who We Are o Why this Topic? LET’S TALK oWhat degree do you hold/ background do you come from? o What brought you to this presentation? OBJECTIVES o Learn 5 essential foundational counseling skills and techniques . o Learn how to apply these skills and .
