racing sailboat outboard

• 2024 BOAT BUYERS GUIDE
• Email Newsletters
• Boat of the Year
• 2024 Freshwater Boat and Gear Buyers Guide
• 2024 Boat Buyers Guide
• 2024 Water Sports Boat Buyers Guide
• 2024 Pontoon Boat Buyers Guide
• Cruising Boats
• Pontoon Boats
• Fishing Boats
• Personal Watercraft
• Water Sports
• Boat Walkthroughs
• What To Look For
• Watersports Favorites Spring 2022
• Boating Lab
• Boating Safety
• Ultimate Boating Giveaway

Mercury Racing Debuts New 150- and 200HP Models at 2024 Cannes Boat Show

• September 11, 2024

Mercury Marine, a division of Brunswick Corporation and Mercury Racing launched two new Racing outboards on the opening day of the Cannes Yachting Festival. In addition, this week Mercury also announced new color options for the 150hp FourStroke, and introduced a new mid-range Jet outboard engine.

New Mercury Racing 150R/200R

During a media event at the boat show in Cannes, Mercury Racing announced the all-new 150R and 200R outboard engines, built on a V6 platform.

The new 150R and 200R are all about torque. Displacing 3.4 liters, these V6 outboard engines are designed to deliver exceptional hole shot and acceleration without the weight of a V8. Transient Spark Technology electronically adjusts ignition timing as needed, producing additional torque for faster hole shot and acceleration. At full throttle, the 150R develops up to 6000 RPM, while the 200R tops out at 6400 rpm.

These outboards come with the full suite of the Mercury Marine’s V6 platform features, including Digital Throttle & Shift (DTS), which gives drivers precise, seamless engine control. Fuel economy also is optimized through built-in, GPS-enabled features like Mercury’s Active Trim, Adaptive Speed Control, and Advanced Range Optimization, which delivers precise fueling throughout the operating range. Where other performance outboards require 89 octane fuel, the 150R and 200R are designed to operate on 87 octane, saving money at the pump.

The 150R and 200R also are equipped with a larger, 85-amp alternator, versus competitor engines’ 44- to 55-amp output. Mercury’s built-in battery management system ensures that even with a full suite of electronics on board, owners always have enough electrical power for their needs.

“With the new 150R and 200R, we are bringing Mercury Racing DNA to our V6 outboard range. When it comes to bottom-end torque, these engines are best-in-class,” said Jeff Broman, category director, Mercury Racing. “Add the many digital features provided by Mercury’s V6 platform, and the competition cannot match them.”

The 200R is offered with two different gearcase configurations. Weighing just 469 lbs., the 200R Torque Master is designed for competitive bass boats and other performance craft in the 80- to 85-mph range. The 200R Sport Master, at 489 lbs., is built for high performance boats running at speeds of 85 mph to well over 100 mph. The 150R is available with shaft lengths of 20 and 25 inches, while the 200R Torque Master and Sport Master have a 20-inch shaft.

“In recent years, Mercury Marine and Mercury Racing have raised the bar for innovation in the outboard engine market by introducing new V8 and V10 models at the top of our range. Now, we have responded to customer demand by expanding our V6 offerings. With the 150R and 200R, our customers have a wider range of high-tech, sophisticated outboards to choose from to power their boating adventures,” said John Buelow, president, Mercury Marine.

Read Next: Mercury Racing Unleashes New 60 APX Outboard at Dubai Boat Show

New Mercury FourStroke 150hp Cold Fusion, Warm Fusion Color Options & All-New FourStroke 105hp Jet

Also announced this week, the Mercury 150hp FourStroke outboard is now available in Cold Fusion and Warm Fusion White in addition to Phantom Black. The new colors were added in response to demand from saltwater boaters who want to minimize the appearance of salt spray on their outboard and keep it cooler to the touch in the hot sun. In addition, this gives more owners the ability to coordinate their engine with their hull color.

Also expanding Mercury’s mid-range lineup is the all-new FourStroke 105hp Jet . This jet outboard engine, built on the FourStroke 150hp platform, delivers 105 horsepower. This puts it at the head of the Mercury jet family, which also includes the Jet 25-40hp and Jet 60-80hp. The new FourStroke 105hp Jet is the ideal solution for boaters and anglers who want to navigate safely in shallower water while still enjoying the intuitive operation and reliability of Mercury FourStroke technology.

About Mercury Marine

Headquartered in Fond du Lac, Wisconsin, Mercury Marine ® is the world’s leading manufacturer of recreational marine propulsion engines. A division of Brunswick Corporation (NYSE: BC), Mercury provides engines, boats, services and parts for recreational, commercial and government marine applications. Mercury empowers boaters with products that are easy to use, extremely reliable and backed by the most dedicated customer support in the world. The company’s industry-leading brand portfolio includes Mercury outboard engines, Mercury MerCruiser ® sterndrive and inboard packages, Mercury propellers, Mercury inflatable boats, Mercury SmartCraft ® electronics, Land ‘N’ Sea marine parts distribution and Mercury and Quicksilver ® parts and oils. More information is available at MercuryMarine.com .

About Mercury Racing

Based in Fond du Lac, Wis., Mercury Racing, a division of Mercury Marine, is a leading provider of high-performance marine propulsion systems for discriminating boaters worldwide, offering an exciting and fulfilling power boating experience on the water. Using leading-edge technology, Mercury Racing produces high-performance outboards, sterndrives, propellers, parts and accessories. Mercury Marine is a division of Brunswick Corp., the world’s largest manufacturer of recreational products, including pleasure boats and marine engines.

• More: boating news , Boats , Engines , mercury racing , outboards

Boat Test: 2024 EdgeWater 208CC Watchman

Boat Test: 2024 Stingray 23 OSX

Boat Test: 2024 Grady-White 231 Coastal ­Explorer

Boat Test: 2024 Hurricane SunDeck 2600 OB

On Board With: Monique Richter

• Digital Edition
• Customer Service
• Privacy Policy
• Terms of Use
• Cruising World
• Sailing World
• Salt Water Sportsman
• Sport Fishing
• Wakeboarding

Many products featured on this site were editorially chosen. Boating may receive financial compensation for products purchased through this site.

Copyright © 2024 Boating Firecrown . All rights reserved. Reproduction in whole or in part without permission is prohibited.

• AROUND THE SAILING WORLD
• BOAT OF THE YEAR
• Email Newsletters
• America’s Cup
• St. Petersburg
• Caribbean Championship
• Boating Safety
• Ultimate Boating Giveaway

Lightweight and Small Outboard Motors for Sailboats

• By Ed Sherman
• Updated: April 22, 2019

When you’re facing strong winds and you need to get somewhere fast, it’s time to break out a small outboard such as an aluminum genny. A dependable outboard that has enough horsepower to get you to the racecourse and back, yet is light enough not to be a drag on your race results, is invaluable. Most racing sailors don’t need as much horsepower as they might think.

An eight-horsepower outboard, for example, will push a 30-foot, 6,000-pound boat along at 6.5 knots. Anything bigger will weigh more than 90 pounds and isn’t suitable for lifting on and off the stern. Here’s our roundup of some of the best outboard motors for sailboats, and some help in deciphering what’s right for your boat.

We focus our attention on engines available under nine different brand names. Two of the best-known names, Johnson and Evinrude, have dropped out of the small-engine end of the market as part of parent company Bombardier Corporation’s restructuring of these two companies. Currently they’re advertising the availability of six- and eight-horsepower four-stroke models in 2003. Another dropout in the mini-engine market is Suzuki. Their smallest two-stroke is a five-horsepower unit and in the four-stroke configuration, a 9.9 horsepower. Brand and corporate shuffling aside, of particular interest is whether the companies that are building nine horsepower- and-below engines have incorporated four-stroke technology into the lower horsepower range, since it’s now beginning to dominate the mid-sized and larger outboard engine market. The answer to that is yes, to a point.

Two or Four Stroke Outboards for Sailboats

Outboards are either two or four-stroke engines, and the four-strokes have definitely gained favor in recent years for several reasons: they’re quiet, they use much less fuel, and they run more cleanly. Since no oil is mixed with the fuel, the classic two-cycle smokescreen isn’t a factor. In a four-stroke, the piston reciprocates inside the cylinder four times for each power stroke (that is, each time fuel combusts). Rather than opening ports cut into the sides of the cylinder, intake and exhaust valves controlled by a camshaft allow a fuel/air mix to enter the combustion chamber with the suction created by the piston as it moves inward in its cylinder. Exhaust gases are forced out of the cylinder as the piston moves outward.

By carefully designing the camshaft, engineers minimize the amount of time that the intake and exhaust valves are both open, considerably reducing the amount of unburned fuel that exits with the exhaust stream. The end result? Fewer emissions and greater economy.

But they do have at least one distinct disadvantage for the racing sailor, and that’s weight. For example, four-stroke engines in the five-horsepower category are about 20 percent heavier than comparable two-stroke engines of the same horsepower. The good news, however, is that only amounts to between 10 and 15 pounds, depending upon the engine. Four-stroke engines cost more, also, but the improved technology may be well worth it.

If you’re totally weight and price conscious, you’ll want a two-stroke engine. But, if you think you can lose the weight elsewhere, a clean, quiet four-stroke without the hassle of mixing fuel could be the answer. In fact, Mercury/ Mariner’s newest six-horse four-stroke engines are actually 18 pounds lighter than their older two-stroke equivalents–a testament to the benefits of improved design and technology.

Environmental regulations are pushing manufacturers towards four-strokes as well. Four-strokes meet emission control standards, and US Environmental Protection Agency regulations mandate that new outboard and personal watercraft engines reduce engine hydrocarbon emissions by 75 percent by 2006. Environmentally conscious sailors should look for either a C.A.R.B. (California Air Resources Board) “very-low” or “ultra-low” designator, or a specification indicating 2006 EPA compliance.

How Much Horsepower Do You Need?

The amount of power you’ll need depends on several key factors. The first consideration is the weight of your boat. The second is the boat’s wetted surface. Full-keel boats not only weigh more but also have more surface area to push through the water. My rule of thumb here is to start with a two-horsepower engine for small centerboard and keelboats less than 1,000 pounds, and add one horsepower for every 1,000 pounds of displacement. For more exact, albeit complex formulae, I suggest The Propeller Handbook by Dave Gerr (McGraw-Hill 2001).

Compare your boat’s dimensions against what existing classes have found to work; for example, a Melges 24 at 1,650 pounds is typically rigged with a three-horsepower short-shaft engine, while a J/80 at 2,900 pounds can still squeak by with a long-shaft, three-horsepower engine. A 1,790 pound J/22, on the other hand, typically uses a four-horsepower long-shaft engine. On the larger end of boats using outboards, you’ll find the outboard version of the J/29, at 6,000 pounds, requires a 7.5-horsepower long-shaft engine.

If you are intending to do some cruising, or even long deliveries to regattas, an option that’s available on some engines is a high-thrust propeller. On larger boats, this option can save weight over a bigger engine and really make a difference when trying to punch through a strong tide or headwind. High-thrust props cost more and are less fuel efficient–but they can save weight and give you more power.

Once you’ve determined how big an engine you’ll need, the next step is to begin comparing features in the given horsepower range you’ve selected. There are nine manufacturers included in our roundup, but some of their brands are identical products with different labeling. In the smaller sizes, the Mercury and Mariner brands are identical. As for the Nissan and Tohatsu engines, Tohatsu builds them all. Yamaha, Suzuki, and Honda all offer competitive products as well, but they’re all independent brands.

What to Look For in Lightweight Outboard Motors

In the small engine sizes, specific features to look for can be reduced to several key items. For some, having an integral fuel tank will be important. The smallest engines have integral tanks that hold only a quart or two of fuel–good enough for an hour or two of operation. No manufacturer lists fuel consumption because the size boat the engine is pushing and the wind and wave conditions vary widely. Compare the size of the tanks, and whether you can attach a remote tank for longer trips. The extra weight and space of a separate fuel tank will be a burden on smaller ultra-light boats.

The availability of long- and short-shaft versions in the horsepower size you need is also important. Honda for example offers 20 and 25-inch transom height (long or short shaft) right down to their smallest BF2 (two-horsepower) model. Mercury and Mariner only offer a 15-inch short-shaft version on their 3.3- and 2.5-horsepower engines. Shaft length is measured from the top of the bracket to the tip of the shaft–make sure your shaft is long enough to position the propeller and cooling water intake deep enough below the waterline to avoid cavitation when the boat pitches through waves.

Other specifications that are worth comparing are whether the engine is equipped with a simple forward and neutral gearshift or if the unit has a full functioning forward-neutral-reverse gear unit. If you’re going to be doing long deliveries to regattas, or in the larger sizes for a racer/cruiser configuration, consider whether or not a charging system is part of the engine package, and if so, it’s output. Will it be adequate to keep your battery recharged and power things like a tiller pilot and running lights? Also, on the larger engines check to see if electric starting is available, or offered as a standard feature. Having it can be the difference between pain and pleasure.

If you are racing in a strict one-design group, check any class rules that apply to outboard engines. Issues related to brackets, storage of the engine and/or alternative weight might be issues, so be sure to check with your class before making any final decision.

Ed Sherman is the author of Outboard Engines, Maintenance, Troubleshooting and Repair, International Marine/McGraw Hill and a contributing editor to Sailing World.

• More: Accessories , clothing , Sailing Gear

Comfort Rules with Mustang’s Minimalist Buoyancy Aid

Smart Polars Are Here

Reproofing May Be Required

Wingfoiling Gear: A Beginner’s Guide

Barcelona Breeze Increase Spikes Intensity

Luna Rossa Dominant on Busy Day in Barcelona

One and Done on Drifter Day of Cup Challenger Series

Shocks and Drops At Louis Vuitton Cup Start

• Digital Edition
• Customer Service
• Privacy Policy
• Terms of Use
• Cruising World
• Sailing World
• Salt Water Sportsman
• Sport Fishing
• Wakeboarding

• Boat Reviews
• Industry Directory
• Accessories

Mercury Racing Unveils New 150R And 200R V6 Outboards At Cannes Boat Show

Mercury Marine and Mercury Racing launched two new Racing outboards on the opening day of the Cannes Yachting Festival. In addition, this week Mercury also announced new colour options for the 150hp FourStroke and introduced a new mid-range Jet outboard engine.

New Mercury Racing 150R and 200R

During a media event at the boat show in Cannes, Mercury Racing announced the all-new 150R and 200R outboard engines, built on a V6 platform.

The new 150R and 200R are all about torque. Displacing 3.4 litres, these V6 outboard engines are designed to deliver exceptional hole shot and acceleration without the weight of a V8. Transient Spark Technology electronically adjusts ignition timing as needed, producing additional torque for faster hole shot and acceleration. At full throttle, the 150R develops up to 6000rpm, while the 200R tops out at 6400rpm.

These outboards come with the full suite of the Mercury Marine’s V6 platform features, including Digital Throttle & Shift (DTS), which gives drivers precise, seamless engine control. Fuel economy also is optimised through built-in, GPS-enabled features like Mercury’s Active Trim, Adaptive Speed Control, and Advanced Range Optimisation which delivers precise fuelling throughout the operating range.

Where other performance outboards require Premium Unleaded, the 150R and 200R are designed to operate on Regular Unleaded (91 RON), saving money at the pump.

The 150R and 200R also are equipped with a larger 85-amp alternator versus competitor engines’ 44-55-amp output. Mercury’s built-in battery management system ensures that, even with a full suite of electronics on board, owners always have enough electrical power for their needs.

“With the new 150R and 200R, we are bringing Mercury Racing DNA to our V6 outboard range. When it comes to bottom-end torque, these engines are best-in-class,” said Mercury Racing Category Director Jeff Broman .

“Add the many digital features provided by Mercury’s V6 platform, and the competition cannot match them.”

The 200R is offered with two different gearcase configurations. Weighing just 210kgs, the 200R Torque Master is designed for competitive bass boats and other performance craft in the 125-135km/h range. At 220kgs, the 200R Sport Master is built for high performance boats running at speeds of 135km/h to well over 160km/h. The 150R is available with shaft lengths of 20 and 25 inches, while the 200R Torque Master and Sport Master have a 20-inch shaft.

“In recent years, Mercury Marine and Mercury Racing have raised the bar for innovation in the outboard engine market by introducing new V8 and V10 models at the top of our range,” said Mercury Marine President John Buelow .

“Now, we have responded to customer demand by expanding our V6 offerings. With the 150R and 200R, our customers have a wider range of high-tech, sophisticated outboards to choose from to power their boating adventures.”

New Mercury FourStroke 150hp Cold Fusion & All-New FourStroke 105 Jet

Also announced this week, the Mercury 150 FourStroke is now available in Cold Fusion, in addition to Phantom Black. The new colour was added in response to demand from boaters who want to minimise the appearance of salt on their outboard and keep it cooler to the touch in the hot sun.

In addition, this gives more owners the ability to coordinate their engine with their hull colour.

Also expanding Mercury’s mid-range lineup is the all-new FourStroke 105hp Jet. This jet outboard engine, built on the FourStroke 150hp platform, delivers 105 horsepower. This puts it at the head of the Mercury Jet family, which also includes the Jet 25hp, 40hp, 60hp and 80hp.

The new FourStroke 105hp Jet is the ideal solution for boaters and anglers who want to navigate safely in shallower water while still enjoying the intuitive operation and reliability of Mercury FourStroke technology.

The new 200R V6 Outboard models featuring Torque Master and Sport Master gearcases are Now Officially Released and available exclusively from authorised Mercury Racing dealers only in New Zealand and are eligible for a three-year outboard warranty in recreational applications. In Ski Racing applications, Mercury Racing R models can be eligible for a two-year limited warranty, with terms and conditions applying.

Related Articles

This conversation is moderated by Boating New Zealand. Subscribe to view comments and join the conversation. Choose your plan →

LEAVE A REPLY Cancel reply

Log in to leave a comment

More from Boating New Zealand

.tdi_208{margin-top:-5pximportant;padding-top:0pximportant;width:100%important} .tdb_module_title{display:block;position:relative;margin:0;font-family:'roboto',sans-serif;font-size:21px;font-weight:400;line-height:1.2}.tdb_module_title a{transform:translatez(0);transition:box-shadow 0.2s ease;-webkit-transition:box-shadow 0.2s ease}.tdb_module_title .tdb-module-title-excl{font-family:'roboto',sans-serif;color:#fff;background-color:#ff0000;padding:4px 8px 2px;margin-right:8px;font-size:14px;font-weight:500;line-height:1;vertical-align:middle}.tdb_module_template_115338 .tdc-row .tdb_module_title_0{text-align:left;font-family:var(--headings)important;font-size:30pximportant;line-height:1.2important;font-weight:600important;text-transform:capitalizeimportant;letter-spacing:.8pximportant}.tdb_module_template_115338 .tdc-row .tdb_module_title_0 a{color:#000000} marine reserves ranger job in ..., .tdi_221{margin-top:-5pximportant;padding-top:0pximportant;width:100%important} race schedule for monday, .tdi_234{margin-top:-5pximportant;padding-top:0pximportant;width:100%important} monday weather in barcelona, .tdi_247{margin-top:-5pximportant;padding-top:0pximportant;width:100%important} race 4: ineos britannia domina..., .tdi_260{margin-top:-5pximportant;padding-top:0pximportant;width:100%important} race 3: luna rossa clinches vi..., .tdi_273{margin-top:-5pximportant;padding-top:0pximportant;width:100%important} race 2: ineos britannia domina..., boating weekly.

Join Thousands of New Zealand Boating Enthusiasts! Exclusive deals, boat reviews, sports coverage, stories, and our best tips for NZ boaters ⏤ free and straight to your inbox.

HOT OFF THE PRESS

@media (max-width:767px){.tdi_300{margin-top:10pximportant}} .tdb_module_template_3638 .tdc-row .tdb_module_title_0{text-align:left}.tdb_module_template_3638 .tdc-row .tdb_module_title_0 a{color:#223c65}.tdb_module_template_3638 .tdc-row .tdb_module_title_0{font-family:"helvetica neue",helvetica,arial,sans-serifimportant;font-size:18pximportant;line-height:1.2important;font-weight:500important} marine reserves ranger job in coromandel: a summer opportunity for students, @media (max-width:767px){.tdi_309{margin-top:10pximportant}} race schedule for monday, @media (max-width:767px){.tdi_318{margin-top:10pximportant}} monday weather in barcelona, @media (max-width:767px){.tdi_327{margin-top:10pximportant}} race 4: ineos britannia dominate alinghi in semi-final showdown, @media (max-width:767px){.tdi_336{margin-top:10pximportant}} race 3: luna rossa clinches victory in thrilling showdown against american magic.

Events Worth Adding to Your Calendar

Have an event you'd like to list on Boating New Zealand. Contact us with the details.

COMING EVENTS

Catch all the action of the Louis Vuitton 37th America's Cup , happening from 22 Aug to 27 Oct 2024 in Barcelona, Spain. Follow along with excitement at Boating New Zealand .

The Outdoor Expo , 14 & 15 Sep 2024 at Canterbury Agricultural Park

NZ Boat, Fish & Dive Expo , 31 Aug & 1 Sep 2024 at Mystery Creek Events Centre, Hamilton

NZ Millenium Cup , 1-4 Feb 2025 at Bay of Islands

Auckland Boat Show , 6-9 March 2025 at Viaduct Events Centre and Jellicoe Harbour, Auckland

The Hutchwilco New Zealand Boat Show , 15-18 May 2025 at Auckland Showgrounds, Auckland

NEWS TIPS? Send your photos, videos, stories, and tip-offs to [email protected] or call us on 022-023-7507.

August 9, 2023

“BUT I WANT TO GO FAST” . . . The Making of a High-Performance Outboard

Editors Note: While walking the docks at the 2020 Miami Boat Show, I noticed there were Mercury Racing engines everywhere.  I asked my friend Steve Miller from Mercury Racing to share his insights into what goes into a Mercury Racing engine vs. a standard outboard motor.

At some point in their lives, just about everybody wants to go fast.  Feeling the rush of the open air while listening to the roar of perfectly tuned engines. The thrill of living on the edge as the world flies by while the speedometer keeps climbing.  Just you, your boat, and the horizon. We’ve all longed for that adventure.  But going fast on the water is a lot more than just tuning up an engine and putting the sticks down.  A lot goes into designing a performance outboard, far more than just delivering the big number on the speedo.  An outboard designed for high-performance boat operation today also focuses on optimizing boat handling and believe it or not . . . reliability and durability.  Today’s modern performance outboards are delivering these attributes more than ever before.  But to truly appreciate what we have today, it is worth a quick look back through time to appreciate how far the technology has advanced and why so many more boaters are able to embrace their inner speed genes.

Evolution of Performance Outboards

There was a time many years ago where boaters who craved speed had to make some significant compromises to really go fast.  First, high performance outboards in their 2-Stroke infancy were loud.  Their full throttle RPM range was quite a bit higher than the average consumer outboards of the day, and they often used light-weight cowling with little to no foam dampening to absorb the added decibels.  The oil mixture was usually richer than a typical 50:1 2-Stroke consumer outboard, so boaters had to contend with the added consumption and cost of the high-performance oil.  In the early days, the oil had to be manually mixed with the fuel, and the engine oiled at a constant rate, so the smoke level at idle speeds was higher. These engines also required higher octane, premium fuel or in some cases expensive race fuel.  Finally, performance outboards were bred from competition racing engines. As such, they were never intended to do a lot of idling or lower speed operation, which meant running quality was not as smooth as the average consumer outboards of the time.

Performance outboards in those days would also have solid mounts, which meant more vibration was noticed in the boat versus a conventional outboard which had rubber mounts.  Special gearcases that were designed to run in a more surfaced state were combined with high performance propellers to deliver the handling traits required to go fast.  In the early days, most of these outboards were found on 16’-22’ single engine boats which were essentially the street rods of the lakes and rivers, so precise cornering and handling was critical and therefore many of these boats also used special steering systems designed specifically for high performance boating.

In short . . . if going fast on the water was the goal, a lot of concessions had to be made to do it properly and as safely as possible.  If the technical trade-offs weren’t enough, most high-performance 2-Strokes at the time carried a very limited warranty, often around 90 days.  Even though many boaters in those early times would have liked to have experienced the thrill of higher speeds, these concessions would ultimately prove to be too numerous to accept for all but the most extreme enthusiasts.

Modern Performance Outboards

Fast forward a few decades to today’s performance outboards, where the advancements in engine technology have made it possible for more boaters wanting to experience the thrill of high-performance boating to do so without having to compromise on creature comforts. Today’s high-performance consumer outboards are 4-Strokes, which by their very nature make them much smoother and quieter than the 2-Strokes of days gone by.  They have separate lubrication systems, so there is no oil and fuel to mix and thus little to no smoke.  All of this means the base platform by which a high-performance derivative is created will ensure a much smoother and more well-mannered engine at lower speeds and during idle periods.

Supercharged Power

But how does one get a 4-Stroke to perform?  The first high horsepower 4-Strokes were larger and much heavier than their 2-Stroke predecessors.  By design, a 4-Stroke takes twice as many piston cycles to perform the same cylinder operations a 2-Stroke does (intake, compression, ignition, and exhaust), and it is inherently heavier from the addition of valve trains, oil sumps, coolers, etc. It took a lot of learning in the marine industry to overcome these challenges, and ultimately it took a supercharger to do the trick on the highest horsepower models.  A supercharger essentially compresses, or boosts the ambient (surrounding) air before it enters the engine, which increases the intake air density, or as engineers like to call it, “mass air flow”.  Higher mass air flow means higher power output and therefore better performance.  To further improve efficiency, the compressed air from the supercharger passes through a charge air cooler prior to entering the engine, cooling the air and further increasing air density and power.

Other Engine Modifications

In addition to supercharging on the largest performance outboards, modern 300+ horsepower performance outboards have had further technical refinements to deliver greater top speeds beyond conventional 4-Strokes, even in naturally aspirated (non-supercharged) configurations.  Today’s performance outboards typically feature unique intake manifolds, often with shorter runners.  When combined with custom intake cams, the engines breathe more efficiently and create additional power output.  Calibrations are optimized for performance and typically involve increasing the full throttle operating range which not only increases horsepower, but also allows for more efficient propping.  This provides a significant benefit for lighter-weight performance boats with hulls capable of higher speeds.  Where in years past most high-performance outboards required at least premium pump fuel of 91 octane, today’s engines are optimized for readily available and lower cost 89 or even 87 octane fuel.  But making power is just one aspect of creating a high performance outboard.  Most seasoned performance boaters will tell you that getting to that big top speed number is one thing, but feeling the boat accelerate and respond immediately when throttle is applied is a huge part of the experience.

Digital Control Systems

Let’s face it, there are days on the water when conditions are just not favorable for running up to full speed on a fast boat . . . at least not pleasantly.  A 90 MPH boat, however, will cruise easily at 50, 60, or even 70 MPH, so having fun on the water is not entirely out of the question.  On days like these, having that instantaneous throttle response makes the boater at one with the vessel, and delivers an experience similar to a roadster navigating tight corners and feeling the satisfying pull as more throttle is applied.  Many of today’s high performance 4-Strokes feature digital control systems that replace conventional mechanical push/pull throttle and shift cables with a data cable from the helm to the stern.  These control systems interface electronically with the ECMs (electronic control modules) on the engines and instantly take advantage of the higher RPM range to plane off quickly and provide powerful midrange acceleration.  With electronic control systems, every bit of user input to the throttle is immediately felt, and that’s something a boater can enjoy every day on the water.

Stiffer Engine Mounts

While power development and responsiveness are critical to achieving the high-performance driving experience, it would be virtually impossible to optimize boat handling without tuning the engine mounts to deliver precision steering control.  Since most performance boaters are not actually competing in races, it is typically not necessary to use a full solid mount system, which tends to transmit more vibration to the boat.  Instead, most consumer performance outboards today use harder durometer (stiffer) rubber mounts, which are tuned to strike a balance between delivering optimal steering feel and control while minimizing felt vibration in the boat.

Modified Gearcase

While mount systems play a critical role in ensuring proper boat handling at higher speeds, the gearcase design is the other major factor in achieving the full precision driving experience on a performance outboard.  In many cases, boat speed is optimized on the fastest hulls by running the engine higher up on the transom.  In doing so, the gearcase will run in a partially or even fully surfaced state, depending on the specific application.  With less gearcase in the water at speed, hydrodynamic drag is significantly reduced, and this becomes yet another lever to optimize top speed.  It’s important to note that with performance boats, and especially ones capable of 90 MPH or more, a standard gearcase will not be able to operate in this manner.  Instead, a gearcase such as Mercury Racing’s Sport Master is needed.  A Sport Master gearcase uses a longer torpedo with a crescent style leading edge and a pointed nose with low water pickups.  This combination allows a fully surfaced running state while still providing ample cooling to the engine.  The long torpedo length reduces potential for blowout by minimizing cavitation bubbles flowing back toward the propellers, and a longer skeg below the torpedo ensures proper handling and boat control at speed.  On single engine applications, the skeg is typically cambered, or at a slight angle to help offset steering torque.  These types of gearcases work best on lighter, faster hulls that can generate lift on their own and require minimal trim.

More Than Just Power

Developing a true high-performance outboard is much more than it may seem on the surface.  The technical differences are many between an outboard designed for performance boating vs one intended for powering a fishing boat or runabout, and they span the entire outboard from the powerhead to the gearcase.  A tremendous amount of knowledge and experience with high-speed boat setup is required to design an outboard that is not only fast and responsive, but also delivers precision handling, reliability, and durability in the proper applications.

If you are a boater and feel the need for speed, I cannot emphasize enough the importance of seeking out a reputable boat builder or dealer with experience in properly setting up the boat.  Proper boat setup from helm to stern is critical for boating at speed safely, and it is much more involved than simply bolting the outboard to the transom. Align yourself with a true setup expert, do your homework to identify your needs for your particular application, and take the time to learn your boat’s handling traits and limitations and you will enjoy the thrill of high-speed boating for many years to come.

About the Author

Steve Miller is the Director of Customer Experience at Mercury Racing. You can learn more about their products at www.mercuryracing.com .

About the author

Jerry Mona is an avid boater and angler and long-time boating industry insider. With over three decades of experience, he is often considered to be the leading research expert with boaters and has helped numerous manufacturers and trade associations to understand the needs, wants, attitudes and behaviors of boaters. He now shares many of his insights about boats and boaters for free on his BoaterInput.com website.

Leave A Comment Cancel reply

Save my name, email, and website in this browser for the next time I comment.

what our members are saying about their boats

“This boat gives you a fast, dry, and smooth ride.”  (Overall Rating: 10)

“Wide beam and large cockpit.  Love the open feel.” (Overall Rating: 9)

“The Formula brand is a well-built boat that uses high end components and has things such as fume detection for the bilge and other items like that are not seen on other brands. The seats are very comfortable and both interior and exterior are holding up extremely well. The boat handles great and has a very solid ride.” (Overall Rating: 10)

“Not many people are very familiar with Bryant but they build a quality boat that is a bit more affordable than some of the other premium names. I have had this boat 5 years now and it looks great and rides well.” (Overall Rating: 9)

“It’s the best all-weather boat I’ve owned for lakes. Handles just about anything that’s marginal to get back to the ramp safely. And plenty of storage room, actually it could be too much room at times.” (Overall Rating: 10)

“When I bought it , it was probably the best deal one could find for a fiberglass bass boat with absolutely no wood in it. The boat and Yamaha 70 have performed flawlessly for 12 years.” (Overall Rating: 10)

“This model falls into the category that most salt water fishermen refer to as “Bay Boat”. It has a center console which provides tremendous stability and a deeper hull than a “flats” boat for smoother ride on choppy water. The boat is made for fishing and has very few comfort features for cruising. It is not my favorite hull because it draws a little more water than some of the other shallow water bay boats such as Pathfinder.” (Overall Rating: 9)

“Great boat, solid ride… great bay boat for fishing. Fast with Yamaha 300!!” (Overall Rating: 10)

“Excellent high-end Pontoon Boat with a 400hp R Mercury outboard Racing motor. Too nice to be a Pontoon Boat. Rear twin electric recliners.” (Overall Rating: 9)

“We had a lot of fun using this boat the past summer. it can accommodate nine persons, has comfortable seating for all passengers, is easy to board for both passengers and water skiers, handles well in rough water, is easy to launch and dock, looks great on the water and drew lots of compliments from all who saw it on the water.” (Overall Rating: 10)

“Great boat and a great price point. Carolina flare and deadrise makes for an exceptionally dry boat which I would expect from any Carolina boat builder that builds primarily for the Atlantic. This is not a shallow draft boat for its size, however….I would say it drafts in 12″ +.” (Overall Rating: 8)

Join Our Community

Sign up for our newsletter and get access to the most recent content, as well as opportunities to participate in community surveys.

Help us grow our knowledge base

If you are looking to purchase a boat, be sure to check out the boating reviews left by other boat owners.

If you already own a boat, be sure to share your experiences by submitting a review so others will benefit from it.

BoaterInput.com

Email: [email protected]

Follow us on:

Terms Of Use | Privacy Policy | Copyright Left Brain Marketing, 2023

Helpful? Subscribe to the Free BoaterInput Monthly Newsletter

• Receive the latest reviews and insights
• Participate in studies to earn gift cards
• Only 1X per month
• Your email is NEVER shared with anyone

The Best Outboard Motor for a Sailboat

The technology of sailing has remained mostly unchanged for centuries. Since learning to harness the power of wind, sailors have been transiting the world’s oceans, expanding trade routes and exploring new cultures. Although nothing more than a renewable natural resource and a single sail is needed to move a sailboat along the water, there are times when it’s important (and in our modern age, convenient) to leverage off a motor to get you where you need to go.

Like any unique piece of equipment in the world of sailing, outboard motors come in a variety of sizes with features and options to fit any owner’s needs. But of course, one size doesn’t fit all. Every boat is different – even those that come off the production line at the same time – and every owner is looking for something specific when it comes to their sailboat. From the purpose of owning the boat (blue water sailing vs. racing) to the location and impact on maintenance (cold weather vs. tropical weather), an outboard motor is just one of the many elements that will define a sailboat’s function and performance.

Whether you’re a new owner, or a veteran sailor, it’s important to know the basic components of any outboard motor . You should also have an idea of what you want your outboard motor to do for your size and model sailboat.

Table of contents

Outboard Motor Size

A larger boat doesn’t necessarily mean a larger motor. Although there are different ratings for different classes of boats, a small power plant can be more effective than a larger one. Conversely, an outboard motor can easily overpower a small boat and create unsafe conditions at high speeds. Guidelines and requirements differ between motorboats and sailboats. And while there is some overlap, these considerations apply directly to sailboats.

Engine power has to do with how much water a boat displaces. For sailboats, smaller is better. If you’re a bit of a math geek, the exact formula is 4 horsepower for every 2200lb of weight. Coupled with a propeller size, which can be determined using a propeller calculator , you’ll get a rough estimate to use as a guideline to start shopping. This is a good first step, since size is essentially a fixed variable. Though it’s worth noting for those who are buying a sailboat directly from the manufacturer, that actual weight will increase after delivery – once all other rigging and outfitting has been completed.

Physical size of your outboard motor is an important consideration and is directly related to the design of your sailboat. An outboard motor is made up of three parts from top to bottom:

• The Powerhead – Houses the engine. The bulbous part of the motor.
• The Midsection – Houses the exhaust system. Varies in length and design.
• The Lower Unit – Propellers attach to the gearbox. Submerged when operational.

Shaft length is an important design element and should be considered when purchasing a motor. A shaft that is too short will obviously prevent the propeller from being submerged in water, while a shaft that is too long will extend the propellers too far. Not only will it decrease the efficiency of your engine, it will create unnecessary drag. Know your transom length when looking at different models.

When an outboard motor is not being used, it should be stowed in its upright position. Some of the larger motors have an automated switch that will raise it out of the water, but some must be secured manually. Make sure everyone who sails with you is capable of lifting and securing the motor out of the water in case of an emergency.

Outboard Motor Power

Any kind of motor installed on a sailboat (inboard or outboard) should be viewed as a tool to help with maneuvering. Although there are some very skilled sailors out there who can sail into their slip without the aid of a motor, many harbors have restrictions that either don’t allow for the use of full sails, or there simply isn’t enough room to maneuver. A motor with both forward and reverse gears helps tremendously with docking.

While there is no exact correlation between boat length and total weight, the following is a rough guideline:

• 1-4 HP for boats up to 20’ (approximately 1000-2000lbs)
• 4-18 HP for boats between 20-30’ (approximately 2,000-10,000lbs)
• 18-34 HP for boats between 30-40’ (10,000lbs or more)

There are some things to consider when deciding how much horsepower you need or want. Location and the type of conditions you expect you’ll be sailing in is one of the biggest factors. Heavy seas and high winds typically associated with open ocean sailing will put more strain on your engine, and in some cases overpower it, whereas an engine that is heavier than needed will add unnecessary weight when racing. If you plan on motoring for long distances, consider purchasing an engine that will stand up to a lot of use.

Less HP is required for:

• Boat Design – Single hull boats made out of fiberglass require less power.
• 2-Stroke Engines – This is due to an overall lighter weight engine and higher torque.
• Diesel Engines – Diesel delivers more torque because the rate of compression is greater.
• Bigger Propellers – More surface area means more water displacement.
• Location – Motoring on lakes and rivers requires less power than open ocean.
• Distance – A smaller engine is suitable for shorter distances.

More HP is required for:

• Boat Design – Catamarans and heavier boats (regardless of size) require more power.
• 4-Stroke Engine – Engine weight and an extra step of compression yields less power.
• Gas Engines – The rate of compression for gas engines is much lower than diesel.
• Smaller Propeller – A smaller propeller displaces less water.
• Location – Open ocean, with tides and currents, will strain a smaller engine.
• Distance – Cover more distance when wind conditions are poor requires a larger engine.

Outboard Motor Cost

There is no way to quantify how much you will pay for any given motor. But there are several costs associated with owning an outboard motor that are definitely worth considering when making your purchase.

Certainly, a lager, more-powerful engine is going to be costlier than a smaller engine with lower horsepower. But as mentioned earlier, size is not necessarily a guarantee of performance and efficiency. At the same time, there’s only so much you can get out of an engine before you exceed its capability. Larger engines tend to help with resale value should you choose to sell your boat at some point, but a boat outfitted with right motor to begin with will always perform better than a motor that’s large just for the sake of it.

Factor in maintenance costs and fuel when looking at models. You want to run your engine at around 90% of its max RPMs to balance proper fuel usage and with wear and tear. Making a few calls to marine mechanics to inquire about an engine you’re interested in will give you a lot of information a sales person won’t be able to give you. The good news about outboard motors is that most of them are portable, which means you won’t have the added cost of either paying a mechanic to come to you, or having to get your boat to the yard, which usually requires help from a very good friend willing to spend all day driving and sailing back and forth.

Owning a boat requires constant care and maintenance, so a little knowledge goes a long way. While an outboard motor is not required for sailing, it’s a convenient addition that can greatly increase your enjoyment out on the water. Being patient and spending time researching engines will not only help you make the correct purchase but will help you take advantage of a great deal when it presents itself. Whether you sail the Caribbean, or race off the coast of California in a catamaran, there is an outboard motor that’s just right for you.

Related Articles

Daniel Wade

I've personally had thousands of questions about sailing and sailboats over the years. As I learn and experience sailing, and the community, I share the answers that work and make sense to me, here on Life of Sailing.

by this author

Sailboat Upgrades

Most Recent

What Does "Sailing By The Lee" Mean?

October 3, 2023

The Best Sailing Schools And Programs: Reviews & Ratings

September 26, 2023

Important Legal Info

Lifeofsailing.com is a participant in the Amazon Services LLC Associates Program, an affiliate advertising program designed to provide a means for sites to earn advertising fees by advertising and linking to Amazon. This site also participates in other affiliate programs and is compensated for referring traffic and business to these companies.

Similar Posts

How To Choose The Right Sailing Instructor

August 16, 2023

Cost To Sail Around The World

May 16, 2023

Small Sailboat Sizes: A Complete Guide

October 30, 2022

Popular Posts

Best Liveaboard Catamaran Sailboats

December 28, 2023

Can a Novice Sail Around the World?

Elizabeth O'Malley

June 15, 2022

4 Best Electric Outboard Motors

How Long Did It Take The Vikings To Sail To England?

10 Best Sailboat Brands (And Why)

December 20, 2023

7 Best Places To Liveaboard A Sailboat

Get the best sailing content.

Top Rated Posts

© 2024 Life of Sailing Email: [email protected] Address: 11816 Inwood Rd #3024 Dallas, TX 75244 Disclaimer Privacy Policy

Search form

O’Connor Racing: Wooden Hydroplane Built for Speed

Passionate is a word that only begins to describe Bob O’Connor’s lifetime of devotion to building and understanding hydroplane boats. “You don’t do this for the money,” the energetic, Farmington-based boatbuilder said. “In fact, you’re lucky if you break even on these things.”

Now that O’Connor has taken over his well-known late father’s hydroplane building business, he has his sights set on nothing less than seeing one of his creations win the world title of hydroplane racing. “My father’s boats won third place twice,” the 56-year-old woodworking aficionado said while bustling around his small, basement shop. “But he wasn’t going to use modern materials in his boats. I do.”

Actually, in the subculture of international hydroplane enthusiasts, the current construction methods of O’Connor Racing Hydroplanes might still be considered a little old-fashioned despite the recent addition of materials like Kevlar and carbon fibers.

Hydroplane racing goes back a long time. The Gold Cup race was conducted on the Hudson River in 1904 with the winner’s boat topping out at an average, straight-line speed of 23 miles per hour. Contestants in those days drove lightweight boats made of wood, which is what O’Connor still prefers—mostly. 

Wooden boats dominated racing for the next 30 years. The go-fast thinking then was simply to put more and more power in bigger and bigger planing boats. Winners like the 38-foot  Miss America X , with four V-12 Packard engines jammed into her planked hull, hit speeds of more than 120 miles per hour in 1932.

In the late 1930s builders began to tinker with hull shapes.

An innovative boatyard in New Jersey radically redefined the planing boat’s hull design. Instead of a relatively flat hull with one small V-shaped keel down the middle, Ventnor Boat Works designed a hull with two V-shaped, underside projections at the edges, much like a catamaran. Called “sponsons,” these two outer edges provide additional lift to get more of the boat out of the water, as well as add stability when the boat goes into a turn. A lightweight Ventnor hydroplane won the 1939 Gold Cup, and racing has never been the same since. 

“Basically, these boats are just airplanes brought down to the water,” O’Connor said of today’s three-point hydroplane design. He said there is more aerodynamics to the design than hydrodynamics. The key is getting most of the seven- to eight-foot boat out of the water so the two sponsons just barely skim the surface while the prop of the outboard engine stays in the water, pushing boat and driver along—hence the three-point nomenclature. “It’s definitely a balancing act out there,” he said. “You have to get everything just right.”

The balancing act in construction methods accelerated in the 1950s when new technologies made it possible to combine lightweight glass fibers with various hardening resins. But as a longtime furniture maker and home builder, Bob O’Connor Sr. wanted to stick with good old Maine white cedar for many parts of his hydroplanes, marrying them to thin plywoods and other woods, with weight reductions based mostly on design. That was the world into which Bob Jr. was born. 

“I’ve been working with wood ever since I can remember,” O’Connor noted with pride. In addition to the boats, O’Connor has a full-time job as a foreman with the Farmington municipal waterworks department. During the school year, he also coaches wrestling at the local high school. All other free time (yes, he does find some), he devotes to working on, studying, thinking about, and designing hydroplane boats. He also has a very understanding wife.  

“Without question, Bob builds some of the safest and fastest hydroplanes in the world,” said Bill Allen, a Massachusetts hydroplane racer who heads up America’s most prestigious racing syndicate, U.S. A-Team. A ten-time national hydroplane champion, with four world speed records to his credit, Allen praised O’Connor’s “old-fashioned” construction methods. “In Bob’s boats, if something happens, the other boats are going to bounce off you, not go through you.”

O’Connor said driver safety is one of his prime concerns, having been a hydroplane racing driver himself most of his life. With his active racing days over, he now sticks to building and testing boats. “It does beat you up out there,” he said. “You’re crouched down, tensed up, barely able to move at all.”

Even slight driver movements in a hydroplane cockpit can send the vessel “kiting.” That’s when there’s too much lift forward and the hydroplane becomes airborne, usually going straight up in the air and flipping over amid the other contestants. 

Remarkably, both O’Connor and his father before him are self-taught engineers and designers. While many competitors on the international racing circuits employ naval and aeronautical architects, along with certified engineers for creating and modifying their hydroplanes, Bob Jr. sticks with modifications suggested by customers like Allen, along with learning by deconstructing boats that are wrecked during the course of a race. “You can learn an awful lot about how to improve a design by finding out what went wrong,” he said.  

Composite wood-based hydroplanes that include Kevlar, carbon fibers, and the like are also easier to modify than boats made solely of modern plastics, he noted. A wood boat can be modified and reworked to make subtle changes to gain an edge.

“That’s what I like about Bob,” said racer Allen, who has owned and raced no fewer than 10 O’Connor boats. “He’s willing to work with you and make little changes to your specs, and usually comes up with good suggestions of his own.” 

International Olympic Committee-sanctioned hydroplane races are held every year in Europe. Annually, the U.S. A-Team competes against heavily financed European and Asian teams in the OSY 400 class, which is considered the top competitive class among dozens of various hydro classes, both in the U.S. and abroad. 

Said O’Connor, “I’m going to keep building them until we win first place. Second place is no place at all.” 

Ken Textor has been living on, working on, writing about, and cruising boats along the Maine coast since 1977. He lives in Arrowsic.

O’Connor Hydroplanes

Builder: O’Connor Racing Hydroplanes 693 Holley Road, Farmington, ME 207-491-8144

Hydroplane No. 55-A: small, but very, very fast

By Polly Saltonstall 

Launched last spring, the boat, which has no name—just a number like a stock car, 55-A— competed in its first race last May in Standish, Maine, on Watchic Lake.

Hamilton, who grew up in Rumford, learned about hydroplaning when his father took the family to races around the state in the 1960s and 1970s. When he was 12 Hamilton rebuilt a hydroplane for himself, and then built one from scratch with his brother when he was 14. Then came high school, college, and life. He left hydroplanes behind until 2014 when he was living in Wisconsin and could not get to Maine to sail his boat on Penobscot Bay. So he reacquainted himself with the speedy side of his character, bought a hydroplane, and took up racing in the Midwest region. He received the American Powerboat Association’s stock outboard rookie of the year award in 2014.

When he moved back to Maine, to Rockport in 2015, and became the plant manager for DuPont in Rockland (formerly FMC), his hydroplane came with him, but he knew he wanted a new one.

Hamilton’s younger brother also races hydroplanes and has two boats built by O’Connor. Hamilton put his name on the Farmington builder’s waiting list and two years later got his boat: a C Stock Hydro. Powered by a Yamato 33-hp racing engine, the boat weighs just 100 pounds.

In addition to the speed, Hamilton likes the sport because of the people he meets at races.

“The racing community is like one giant family,” he said, explaining that as many as 80 to 90 boats show up for these events. Hamilton planned to compete in six races over the summer, three of them in Maine.

Hydroplanes are not much more than wedge-shaped flying saucers with cockpits. Hamilton’s boat will go as fast as 65 mph, and races might last just three minutes. The driver kneels in the cockpit behind a narrow windshield. “With your head and your arms forward you hang on for dear life to the steering wheel and the throttle,” he explained.

“Injuries are rare despite the speed. There is a high level of safety focus. The clothing and gear I wear costs more than my boat does.”

And Hamilton’s sailboat on Penobscot Bay? He still has a J46 named Meme Chum . It’s considered a fast sailboat by many, but for Hamilton, it’s where he goes when he’s ready to slow down.                           

Related Articles

Share this article:

Digital Edition Available ×

Can't get to the store to buy your magazine? We deliver the stories of Maine's coast right to your inbox. Sign up here for a digital edition .

2023 Maine Boat & Home Show ×

Join Us for the Maine Boat & Home Show !

Art, Artisans, Food, Fun & Boats, Boats, Boats

August 11 - 13, 2023 | On the waterfront, Rockland, Maine

Click here to pre-order your tickets.

Show is produced by Maine Boats, Homes & Harbors magazine.

               

28' Teague Custom Marine Daytona Eliminator

Cigarette 42X

29' Nordic Deckboat

48' MTI 203 MPH Capable48 MTI Turbine Powered Catamaran

27' Eliminator 27 Speedster

36' Hallett by Barron Offshore

33' Donzi Z33

55' MTI 2025 55 MTI Catamaran

11' homebuilt Hydroplane

30' Predator C30

44' MTI 44 RP

51' Sport Yacht Racing Yacht

32' 32 Doug Wright Race Full carbon wide body

36' Spectre Cat 36

32' Doug Wright 32 Carbon wide body

37' Warlock 37 Cat

21' Catamaran Baker

18' Summerford Racing STV Pro Comp

30' Warlock Off Shore Racing

25' Eliminator Daytona 69900

35' Sonic 35ss

--> -->

Everything We Know About Yamaha's Hydrogen Outboard Engine

Ben Speciale, President of Yamaha's U.S. Marine Business Unit, confirmed Yamaha's commitment to attaining carbon neutrality of its operations by 2035 and its products by 2050. Speciale went on to say, "We believe hydrogen is a viable method of achieving these goals," at the unveiling of the Yamaha Motor Corporation, U.S.A. hydrogen-powered outboard engine in Miami, Florida, on February 14, 2024. With that announcement, Yamaha joins other companies working on hydrogen-powered vehicles .

Yamaha's hydrogen-powered outboard engine, dubbed the H2, is part of a prototype project announced in December of 2023 that includes fuel system engineering by Roush CleanTech, part of the same organization as Roush Racing, and a modified 26-foot boat built by Regulator Marine. Joan Maxwell, President of Regulator Marine, said the project is important for testing hydrogen as an outboard engine fuel source, explaining, "If we don't look for a new source, we won't find a new source."

The H2's hydrogen fuel system requires large hydrogen storage tanks, one of the cons associated with hydrogen-powered vehicles , which the boat's hull must accommodate. Maxwell admits the Hydrogen tanks are larger than she envisioned at first, occupying valuable space in the prototype hull that typically houses fish boxes and marine head facilities.

Roush's Matt Van Benschoten, Vice President of Advance Engineering, said, "Yamaha is trying to determine if hydrogen can successfully be used in this market." In support of the prototype, scheduled to begin testing during the summer of 2024, Roush is providing the design and integration of the hydrogen fuel system, as well as safety analysis.

Yamaha's H2 outboard engine

Yamaha's H2 hydrogen-powered outboard engine uses hydrogen instead of gasoline in its combustion chambers. While this technology is a departure from the systems found in hydrogen fuel-cell vehicles (HFCV) driving the streets of California, it's more like the internal combustion engine we're accustomed to rather than battery electric vehicle (BEV) power.

The H2 hydrogen outboard is a derivative of Yamaha's XTO Offshore outboard engines. The XTO Offshore outboard's 5.6-liter V8 gasoline-engine produces up to 450 horsepower, making it one of the most powerful Yamaha boat motors ever made . Hydrogen's low volumetric energy density means the H2 will produce slightly less horsepower than the XTO Offshore using the same 5.6-liter displacement.

Examples from Cummins, a reputable diesel engine innovator, demonstrate the loss of power by comparing horsepower ratings of two 6.7-liter internal combustion engines, one gasoline powered and the other using hydrogen. The gasoline-powered Cummins 6.7-liter is rated at up to 325 horsepower compared to the hydrogen version with its 290-horsepower rating.

If the 10-percent power loss of the Cummins example is seen in the H2 outboard, it could still produce in excess of 400 horsepower. That output would put it in the ranks as one of the most powerful outboard boat engines available and with zero carbon emissions.

Recommended