Bunker Buster: Yamaha V-Max HPDI 300
Is there a V-8 in your truck, a .357 Magnum in your gun locker, and a 5,000-psi power-washer in your garage? Then like many red-blooded American men, you’re a fan of raw, gut-throbbing power. And if you want a butt-kicking powerful outboard on your boat (need we say “if?”) then it’s time to take a look at Yamaha’s 300-hp HPDI V-Max.
This 3.3-liter, 76-degree block cranks out 5,000 to 6,000 rpm, and creates 300-hp at 5,000 rpm. It features 3.66” bore x 3.23” stroke, a 6.2:1 compression ratio, a 50-amp alternator, and a six throttle valve/six injector high-pressure direct injection fuel delivery system. That means fuel hits the cylinders at 1,000-psi, creating the right conditions for the most efficient fuel burn possible. Yamaha uses twin high-speed fuel pumps to pressurize the fuel, while a Ram Air cowl supplies the necessary oxygen.
The V-Max gear case differs from other 300-hp HPDI motors because it has a different shaft length with lower water intakes and a lower speedo pick-up, allowing the motor to be mounted on a jack plate or transom bracket, reducing draft and hydrodynamic drag. Take note of such features as the ion-plated top piston ring, TCI microcomputer, and the Yamaha Diagnostic System. If service is necessary, a Yamaha tech can connect to the engine’s electronic control module with a laptop computer, for quick and accurate diagnostics.
The V-Max weighs in at 539-lbs—the same weight as an F-250 and nearly 100-lbs less than some 275-hp. four-strokes—which means it has the best horsepower-to-weight ratio (.56 hp/lb) of any outboard in its class. When I ran a V-max over the shoals and channels or Aransas Bay, the thing that impressed me the most was acceleration and hole-shot. Although the HPDI motor is notably louder than a four stroke, the two-stroke acceleration just can’t be beat. You can pop just about any size bay boat up onto plane in the blink of an eye without digging in at the stern, and once you’re on plane, raise it higher and run through shallower water. Yamaha offers a complete selection of props for the V-Max including three and four blade stainless-steel in different pitch and diameters; controls and gauges come with the motor; and anodes and an engine-mounted oil reservoir come standard.
Price: About $20,000.
The Highs: Good economy and the best horsepower-to-weight ratio in its class.
The Lows: It’s louder than a four-stroke.
Who Wants It: Shallow-water anglers who need to hop up onto plane in a flash, with minimal squatting; bay and ocean anglers who like an instantaneous hole-shot.
Contact: www.yamaha-motor.com
Lightening Strike: E-TEC 175
Testing an E-TEC 175 on a J&H Performance B210, the 1,400-lb. bay boat jolted out of the hole so fast it shook the change out of my pockets. You want the fastest hole-shot in town? This is it.
The NMEA-2000 compliant, 2.6L V-6, 158-cid powerplant weighs in at 419-lbs, which is 11 to 70 pounds less than competing motors. Yet modern technology provides it with a three-star certified rating and while running wide-open at 50-mph we burned just a hair over 17-gph. That’s nearly three miles to the gallon, thanks to the E-TEC’s high pressure injection system, which ensures a complete, clean fuel burn. It atomizes fuel as it’s shot into the cylinder at up to 700-psi, through a nozzle that “swirls” the fuel into the combustion chamber. Pressure is built via a magnetized coil.
Another high point of two-strokes is that they have fewer parts, which means fewer things to break. The E-Tec has no exhaust valves, camshafts, belts, or pullies. So, none of these items will ever be a problem with the 175. That also contributes to less required maintenance. While most four-strokes require at least one scheduled trip to the dealer each year, according to Evinrude the 175 should run for 300 hours before the first scheduled maintenance. Oh yeah—and there’s no break-in period required. You want to get rich quick? Just invite a bunch of buddies aboard, and start nailing that throttle. At the end of the day you’ll collect enough change out of the bottom of your boat to pay for your two-stroke oil.
Price: $12,000 - $14,000
The Highs: The ultimate in acceleration. Designed for low maintenance. Low-e in a two-stroke.
The Lows: Slightly more expensive than most competitors. Slightly louder than a four-stroke.
Who Wants It: Tournament anglers who like to be first off the line.
Contact: www.evinrude.com
Mini Might: Mercury 15 Four-Stroke
Winter tidewater perch fishing is tough on an outboard: temperatures are often sub-freezing, running aground in muck and mud is common, it has to be started and stopped repeatedly throughout the day… ahhh, it sounds perfect for a torture-test, doesn’t it?
The first thing that struck me when using the Mercury 15 (on a 14’ aluminum Polar Craft) was its weight. At 115-lbs it’s not exactly a lightweight. But consider this: some modern two-stroke 15-hp outboards tip the scales at 114-lbs—so much for the theory that two-strokes save weight compared to four-strokes. And most competitors come in over the 100-lb. mark, so by today’s standards, the Merc is right in line with the competition. Unlike much of the competition, however, the Merc comes armed with an 11-amp alternator. It also has an over-rev limiter and a low oil alarm, adding to the list of features usually found on larger, more expensive motors. Starting can be as easy as a pull with the manual cord, or upgrading to an electric start is also an option. I did find that in extremely cold temperatures, the 15 needed a very long warm up time before it would idle reliably. This in-line-two, 21.4-cid mighty-mite has a 2.15:1 gear ration, and a two-valve single overhead cam. It also carries a three-star CARB rating, and a three year warranty.
The 15 has plenty of oomph to break the polar Kraft onto a plane quickly, and hits 22-mph with a lone occupant onboard. Although remote controls are available for the motor, tiller steering gives you laser-fast handling and better maneuverability at the dock. It’s also easier to mount this way—I only had to drill two bolt holes and tighten the hand-screws, to get this rig ready to run. The shifter is longer than those found on older motors and is easy to reach from a sitting position, but handling and use is enhanced most by a nifty little steering friction adjustment lever, which allows you to dial in the amount of pressure it takes to move the tiller arm. But the best thing about Mercury’s 15 four-stroke is the quiet, smoke-free performance. High-tech two-stroke systems like E-TEC and Optimax aren’t available on motors this small, so if you don’t choose a four-stroke like the Mercury 15, you’ll be breathing those clouds of blue smoke and listening to the old-school two-stroke roar. That makes the Mercury 15 a pleasure to run each and every time—for everyone except the perch, that is.
Price: $2,500
The Highs: Plenty of punch for a 15’ aluminum boat. Love the tiller steering tension adjustment.
The Lows: Needs warm-up time in sub-freezing temperatures, before idling reliably.
Who Wants It: Someone looking to power a small aluminum boat, without two-stroke smoke.
Contact: www.mercurymarine.com
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