Six snapshots of the new G2 outboard highlight some of its technical features. A performance chart, comprised of our certified test data, provides you with a basis for comparison against other outboards. E-Tec G2 250
Type: 74° V-6 two-stroke
Displacement: 3,441 cc (210 ci)
Bore x Stroke: 3.854 x 3.000 inches
Gear Ratio: 1.85:1
Alternator Output: 50 amps net
Fuel: 87 octane
Weight: 558 lb.
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Five years ago Bombardier Recreational Products (BRP) gave George Broughton a blank sheet of paper, an open checkbook and a mandate to challenge the “sea of sameness” in current outboard motor design. It was a career-capping assignment for Broughton, Evinrude’s director of design innovation and a 35-year veteran of the Evinrude brand, and he didn’t hold back.
“We’ve been doing things the same way for too many years,” Broughton said. “It’s time to change.”
The result is the Evinrude E-TEC G2, perhaps the most visually stunning and technically innovative outboard series to debut in a generation. BRP claims the 3.4-liter, 74-degree, V-6 two-stroke powerhead produces 20 percent more torque, 15 percent better fuel economy and 75 percent lower emissions than the best outboards in this category, thanks to a redesigned combustion chamber and refinement of the E-TEC direct-fuel-injection (DFI) system. Broughton calls it “a beautiful combustion situation.”
Six Evinrude E-TEC G2 models are rated from 200 to 300 horsepower — 225, 250 and 300 in standard trim and 200, 225 and 250 in high-output (HO) versions. All G2 motors require digital controls. Power steering is standard on all 25- and 30-inch models.
Starting from scratch allowed the Evinrude team to jettison “legacy” design elements. The steering system is located completely within the midsection. The rigging tube no longer moves with the motor. A massive tilt tube contributes to the exceptional rigidity of the mounting system. The exhaust manifold for the port bank of cylinders is moved from the center of the V to the outboard side so those pistons are no longer pushed into the very hot exhaust port. The drive-by-wire shift actuator is located within the gear case, eliminating the shift rod linkage.
A team led by BRP director of advanced concepts Andre Cote created the motor’s stunning wrapper — a composite exoskeleton to which are secured four plastic panels. BRP has never articulated a technical advantage for this design over the traditional bucket cowl. Its main function, it seems, is to look different. As Cote remarked, “Why should the beauty of the boat end at the transom?” For more information, visit www.evinrude.com/en-US.
