K. Smith wrote:



That wasn't the issue to begin with. The issue was the FICHT
injector. And Karen has no personal knowledge of this having never
owned one. And the issues weren't across the spectrum of the FICHT
line but only involved the 150/175 block and not all of them.


I've never owned a ficht but that didn't debar me from correctly telling
you chapter & verse they wouldn't work & they didn't. Much more they
didn't because of the exact reasons we gave you in early 98.

As for not "knowing" how the injector worked we were the only ones who
knew how it worked!!! because OMC had fed the dealers BS, you were not
around in those days Tom but eventually we got Bill to actually pull a
Ficht injector apart & only then did he concede it wasn't an
electromagnet driven piston in a bore. Once he took our challenge to
clock the ball against the bore he discovered exactly as we'd been
telling him for months that the ONLY pressure rise was the pebble in a
bucket effect which Ficht had been trying to flog for years & none of
the proper engine people bought it till OMC fell for it. Ficht of course
then brought OMC down & also ****ed another 1.3 US$ Bill against the
retirees wall:-)


When I owned three FICHTs, I had one that had some problems and it was
with the EMM and not with the injector system. Bombardier replaced
the EMM, wiring harness, updated the software, new stator (which is
what failed) and new injectors at no cost to me - this was an OMC
motor. Karen claims that this proves that there is a 33% failure
rate. What it proved is that Karen is an idiot.


No the head of OMC himself gave the world a 1 in 5 failure rate, which
you & the dealers then tried to spin to something other than his own
public admissions. I merely pointed out & do here again you have had a
33% failure rate on your own Fichts. Where am i wrong???

I used to have some

respect for her opinons on other issues and often said so, but not any
more. She's burned another bridge on the NG.


Gee & I care?? if you are silly enough to keep throwing money at a
failed technology that's OK indeed thanks I enjoy your admissions of
failures.


I've owned FICHTs and I have E-TECs now. The previous FICHTs that I
had on my old Contender are solid as a rock and they are now
approaching 1,400 hours.

Ha ha ha 1400 hours:-) As one who knows what that means in terms of
boating hours on a fast boat like that I guess you get off light because
most here just choose to believe, please note me exception:-)

Again just do you know your Ficht failure was caused by detonation, due
to a design defect where the engine is deliberately run very lean at low
to mid power & with very poor fuel atomisation due to very low injection
pressure.

Great thing about NGs Tom is you can have your say but so can I.

K

I do apologise because I didn't go checking before I answered.
Hey even though its google now it's still deja vu!!! have a look at the
pastes below I got those in a quick & dirty snoop & it's exactly the
same as the early Ficht problems, starts off industry people reporting
"failures" but for a while shell shocked brand loyal Tom type owners
scared out of their wits stay quiet hoping they haven't been done over
or in Tom's case done over again:-)

I now wish to predict by the end of the next US season even the E-Tec
owners will be howling as the Ficht owners eventually did & that will be
the end of any value for a boat fitted with E-Tecs (or Ficht of course
but you can't give a Ficht powered boat away for years)

Here ya go, some pastes to have a giggle by, feel free to save them I
have:-)


I recently purchased a leftover 2004 90-HP E-TEC. At the time of the
purchase the dealer assured me that the only difference between the
model years was the color of the motor, so I saved a little and went
blue rather than white. Now that my 2004 is sitting in the shop waiting
for a new powerhead the dealer tells me that essentially I will be
getting a 2005 powerhead since the reed block and manifolds are
different, as well as a new chip to "update" the computer (which I
thought was fully field updateable).

I liked the motor when it ran, but I am curious about getting a straight
answer from anyone that is truly in the loop about what has been changed
since 2004.

I will take this up further with my dealer in a few days once the motor
is back together and let folks know (if anyone is interested). And for
the curious about my blown motor, a rod bearing let loose (didn't toss
the piston but it made a horrendous noise till it finally wouldn't run).
Bombardier asked the dealer to ship it to them overnight so they could
check it out immediately--even had a service rep get right over to the
dealer. It appears they are at least interested in this situation. The
motor was labeled as being built in January 2004, was purchased and
installed by the dealer about September 1, 2004, and the dealer tells me
it had 14 hours on it at the time of its demise. That seems high to me
but....

I had been dead set on dropping a leftover v4 115 hp to replace my very
rugged (but now tired) '86 70hp on my Montauk (for about $2k less than
the etec cost me) when FU2 talked me into going the way I did. New
unproven technology is great for early adopters who can afford to be
field testers for the factory; this was a big break in my philosophy and
I just want to know as much about these things as I can find out.




PBM is dumping Evinrude 1:04 PM 11/19/2005

Just got the word when I picked up the boat form servicing. They claim
too many ETEC problems and are dumping them despite being a dealer
for 25 years. Called them "glorified FICHTs". They will be a Yamaha only
dealer as of 2006.

JP


PBM is dumping Evinrude (lemaymiami) 6:27 PM 11/20/2005

Quote, originally posted by lemaymiami »
Sushi, don't know who "PBM" is, but I do have a question. How could that
fine individual tell you so much about Evinrude with his (or her) head
so far up a dark place? ...

Again, I cant know for sure what his motivation is but he specifically
mentioned
dusky a few times sayin that the "dump" the engines. i think they just
dont want
to service engines sold by another dealer. He also said they mounted 3
sets of
ETECs and had to replace every powerhead. That sounded like BS to me, but I
cant know for sure.

JP


e: PBM is dumping Evinrude (SushiSeeker) 9:35 AM 11/21/2005

In 2003 I bought a new 225 Ficht from PBMC ( w/ 7 year warrenty ) I have
it serviced there only. Its been a great motor and love it Dan is the
service manager and has always treated me fairly and stands by his work.
I've asked them about the e-tecs and they did tell me all the problems
that they were having and wouldn't recommend one to someone at this
time. That they prefer the yamahas. I'm stickin with my Evinrude Ficht
for now. Can't beat that 7 yr warrenty


But hey he's the oil BS again!!! You remeber this one surely it's the "special" really expensive oil:-) Honestly this is too much to see it all again the second time round:-) exactly the same BS they gave us with Ficht??? Come on you NG old timers you must remember this la de de dah de dah:-) It's the same oil BS


vinrude E Tec engines
Had an interesting problem on a fishing trip last Sunday. (I have an E
Tec 75 on my Warrior 165).
The engine started fine and ticked over ok but after a few minutes at
fast speed/virtually full throttle the low oil quantity light came on
and the engine throttled back to idle (which it should do if its got low
oil). However the oil level was full.
I restarted it and it ran fine again for a few minutes before the same
happened again. It did the same three times before running ok for the
rest of the day.
On flushing the engine with freshwater the following day-it happened yet
again but at idle speed.
Did some "googling" and found a number of similar comments from American
websites-which seemed to indicate that this happens to these engines if
the outside air temperature is below 40F. (It was below freezing on
Sunday and Monday when I had the problems)
Whilst I hope I dont have to use the engine very often in those
temperatures-it was slightly frustrating to say the least.
Any other owners of this engine type had this problem or any do any of
you engine experts have any advice ?
I have e mailed Evinrude/Bombardier in this country but so far no
response from them.



Unhappy maintenance free ????.
Hi moray , ime running a 90hp evinrude etech and have not suffered this
problem as yet but was making for home one day when the oil warning
light come on due to oil level being low and as you say the revs dropped
to tick over (bit surprised at 40 knots) i limped home and replaced the
oil for the next trip. i havnt used it in sub zero temperatures yet but
will post any problems that i get - cheers for the thread i thought
these engines were infallible , just goes to show anything mechanical
can and will develop a fault eventually - wilson.


Hi Wilson 17 thanks for your reply. Since my original posting I have had
this reply from Bombardier UK. Which may be usefull to other users.

"It seems like you need the Extreme XD100 oil which rated down to minus
17 degrees centigrade. The label on the front of the oil bottle should
have ‘Temperature EXTREME Formula’ written just under the Evinrude sign.
The standard XD100 is perfectly OK for summer use or temperatures over
5C. On the earlier model engines there was also an upgrade the Engine
Management Module to make it less sensitive to slow oil pulses in cold
weather. Your dealer will be able to advise you if this is required."

I have to say I wasnt aware of a special oil for low temperatures! I
wonder just how much more it costs than the standard XD100-which is in
itself very expensive-even though it uses very little compared to
standard oil.
I think I might just avoid fishing in those temperatures!! I did keep
asking myself what am I doing here!
Moray is offline Reply With Quote


DFI is not a new technology just like 4 strokes are'nt. My VW Jetta has
a Direct injected Turbo diesel in it and she runs flawlessly and so do
the other TDI diesels(50+mpg. Where I think DFI is flawed is in the 2
stroke arena. Reason being if my TDI VW runs lean on an injector due to
a computer malfunction or clogged injector, etc, my engine will lose
power, I will notice it, a check engine or injector light will flash and
I will have it serviced, fixed, and back on the road with no issues(nice
run on sentence huh). If the same thing happens on a 2 stroke at higher
rpms, by the time the buzzer goes off and you yank the throttle back,
you just scored the cylinders because lean condition means lack of oil.
Lack of oil means BOOM! If a DFI motor runs the way it should, I BELIEVE
it would be the best outboard made. Problem is life aint perfect. A
slight mistake on an internal oiling engine is no biggie, on a 2 stroke
it means BOOM!

Sure DFI is more powerful, slightly lighter and almost as quiet and fuel
efficient, but I am not convinced yet. Am I convinced on 4 strokes? So
far so good from what I hear out there, don't know anyone who is not
satisfied. EVERYONE I know with a DFI outboard(except Sal and another
friend who only has 30 hours on his HPDI) has said he will not buy
another one.....yet.

If I was buying new(150hp+) it would be a HARD toss-up between a new
FICHT(e-stroke whatever)and a 4 stroke. Warranty and price would move me
one way or the other on the fence. I would not buy a conventional 2
stroke over 70hp just because they burn too much darn fuel. My 70 4
stroke burns 60+% less fuel than my 88spl at the same cruise speed. Top
end is within 3mph so........


You are, indeed, correct in pointing out that something's amiss: Your
buddy's Scout must have a problem. The F225 on the Grady White
Tournament 225 gets about four MPG at 3,900 RPM's doing 29 MPH.

It is good to know that you have had success with your engine (as
reflected in your emphatic responses), but I shall not embrace DFI
technology until the engines are consistently reliable.

A few of my colleagues would be happy to discuss blown DFI two-stroke
powerheads with you, one of whom had both of his 200 Optimax engines
blow and one whose 225 Ficht blew. Another friend's HPDI fouls plugs so
ofen that he carries a spare set of plugs with him. The body of evidence
(both anecdotal and in the boating literature) suggesting faulty
reliability in DFI outboards is growing. Turning a blind eye can be
expensive.

With the estimated cost of a 2003 F225 hovering around $14,500 (and
considering the time value of money) where did you find a new 150HP
outboard in 1991 for $2,500?

PM

Fear not K will be vindicated yet again................ seriously I feel
a little bad this time because the dealers haven't abused me & called me
names in a failed attempt to shut me up ...... yet, but hey I can make
up for last time!!!:-) What hoot!!!