billgran wrote:

"K. Smith" wrote:


Oh Gene!!!! Read this, "cruising" @ 35MPH on his claimed E-Tecs 8-11 US
gph!!!!! The contender with twin 225 anythings will be almost 30 gph at
35mph.

Come

on Gene embarrass yourself as usual & say you think this is for real.
I'll send it to the contender people for you:-)



Well, once again Karen is "blown out of the water" with actual facts.

Here are the performance results with twin 2006 250hp E-TECs that only
consume 20.7 gph at about 35 mph on a heavy 30' SeaCraft, less than 11
gph per motor, just like Gene said.

That is so much better fuel economy than Karen's contention that a boat
that size should burn 30 gph at 35 mph!


Twin 250 E-TEC - 30' SeaCraft
19" Rebel - 3 blade props

RPM MPH GPH MPG
500 2.2 0.36 6.0
1000 5.7 1.46 3.9
1500 7.9 2.97 2.6
2000 9.0 5.98 1.5
2500 14.7 12.22 1.2
3000 21.4 14.20 1.5
3500 29.0 17.19 1.7
4000 35.3 20.70 1.7
4500 41.0 24.45 1.7
5000 46.2 31.59 1.5
5400 48.7 37.84 1.3


Nice try deceptive dealer try William, a different boat, different
engines & even then up at double the spruiker's claimed consumption!!!!
I know you have to say something because well what other marketing can
you do after your support of Ficht even up till you ran away. Na you're
just spreading marketing BS again & probably at least as false as the
original spruiker's claims.

Do you have anything to say about his 34% better fuel consumption claims
against the Fichts??? No?? nothing at all???

How about this contender weighing 7000lbs more than the ficht
contender??? any comments on that BS??? No?? Nothing at all???

What say you of the Bass & Walleye actual side by side tests of
E-Tecs??? where they conclude the E-Tecs are slow, heavy, thirsty &
expensive?? any comments at all??? no? What Nothing???? after all they
allow spruikers of marketing BS all the time & you say nothing???

How about my position that you're only pushing these things because like
Ficht you're gathering over the norm agg. kickbacks rebates, plans etc,
I mean the courts confirmed you were getting 30% on the big Fichts, what
price your marketing BS this time???

The tommy claim is 8 to 11 GPH no mention of "per engine" of course,
unless you're confirming the original spruik was exactly as I pinged it;
a false deceptive marketing lie??? I mean now he even comes back below &
admits it!!!!!

But hey keep up the selective deceptions William just as you did when I
was warning about Ficht & just as with Ficht when they fold you'll be
run away william again. As for your other deception that E-Tec is the
3rd biggest selling OB last year that's typical of all your marketing BS
look at the numbers, what?? even with your deceptive claiming of not yet
delivered engines you have no numbers at all.

As for the reasons they'll fail?? the same as I told you in 98-99 for
Ficht, not enough actual injection pressure, poor atomisation & lean
mixture heat buildup which leads to full detonation then the engine
switches to "normal" mixture & gets full mixture. (I'll ping the
lubrication or lack thereof separately:-))

By the way the article extracts pasted below have fallen for the E-Tec
marketing BS about high melting point pistons (what a total joke that
is!!!), long long before anything melts in there the engine is in
catastrophic detonation, the remains are melted that's true but what
killed it was detonation at power. If a fuel mixture sees much more than
260C it auto ignites "normal" aluminium doesn't look like melting till
well over double that temp.


Pasted extract, so even marketing Willy can see I was right all those
years ago;

"develop more pressure (up to 700 psi) than the Ficht solenoid (500
psi), and, secondly, the polarity of the coil can be reversed, allowing
for better control of the piston and a quicker plunger return. This
allows for higher engine rpm, as more fuel can be delivered in a shorter
period of time. The Ficht system relies solely on a spring to return the
piston"

& then

"Lean-burn technology has its limitations. Here’s why: A lean mixture
burns very hot. Under lean-burn conditions, once an engine reaches a
speed and load factor that generates too much heat for the cooling
system to handle, cylinder-head temperatures can rise to the point where
pistons melt and heads are damaged, and where cylinder-wall scoring is
inevitable."


K