Yamaha has released a new 350-hp outboard that promises big power in a lightweight container. To get even more ponies out of the company’s popular V6 block, Yamaha engineers harnessed a variety of technologies that make the new powerplant more powerful, efficient, and easy to use.

The F350 has a slightly longer stroke than the F300, squeezing 4.3 liters of displacement out of the block. Yamaha designed a new camshaft to get the extra travel out of the pistons, which provides more torque at lower speeds. One takeaway here is greater hole shot potential. Despite the added power, the compression ratio is 11:1 which should allow the motor live a long life.

Larger intake and exhaust valves contribute to the added power, letting the motor breath more freely. Yamaha says the intake manifolds offer 40 percent larger surge tanks than the F300, and the electronic throttle valve is 8 percent larger, which enhances airflow through the motor. Iridium spark plugs were utilized for more efficient spark, adding to the power equation. New fuel injection control mapping, which produces a longer injector duration than the F300, completes the air + fuel + spark equation and results in more power.

Yamaha’s sleeveless, plasma-fused cylinder technology reduces friction and enhances heat distribution. Oil cooler capacity was increased from the F300 to keep everything running smoothly. To protect the outboard, Yamaha incorporated the same water sensor found on the XTO 450 for overheat control.

A redesigned cowling includes an air duct designed to drain any water that might make its way in. Plus, the new cowling exhaust port, combined with a new stator fan, keeps everything under the hood cool. Speaking of stators, Yamaha says the electrical power output on the F350 is also enhanced. This should allow anglers to recharge batteries even at lower RPMs, so accessories and trolling motors should stay strong all day long.

Added power was necessary in the lower unit, so Yamaha came up with a beefier model that can handle the added torque. Despite the stronger internals, they were able to keep the exterior dimensions the same as others in the company’s line. Of note is the new Thrust Enhancing Reverse Exhaust that provides more response when backing down. In this system, the exhaust is directed away from the prop to provide clean water so the blades get more bite.

Control of the motor is effortless, thanks to Yamaha’s Digital Electric Steering (DES). Used in concert with Helm Master EX boat control system, the F350’s DES provides cleaner rigging and more room in the bilge, according to Yamaha. The F350 also incorporates the same TotalTilt technology used throughout Helm Master EX capable DEC outboards.

The F350 is available in 25-, 30- and 35-inch shaft lengths. The 25-inch shaft version of the F350 weighs 629 pounds; 642 pounds for the 30-inch; and 653 pounds for the 35-inch model. The bigger gear case uses the same propellers as the F300. The new outboard is offered in Yamaha’s pearlescent white, traditional gray, or the new classic white.

“Boaters asked for it, and we delivered,” said Ben Speciale, president of the Yamaha U.S. Marine Business Unit. “The F350 is the perfect big power, light-weight option for a wide variety of applications.”

The Yamaha F350 will be available in Spring of 2024. To learn more, visit yamahaoutboards.com.

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This could be the shortest column in marine-journalism history. “To determine how much horsepower to put on your boat’s transom, find the manufacturer’s maximum horsepower specification, and whatever number is listed there is the total power to install.” While that’s a good rule of thumb, there might be times when less is more. 

Go for the Max?

One good reason to get the most power possible lies in durability and longevity. The greater the horsepower, the less an engine has to work to keep the boat on plane with greater efficiency. Let’s look at an example. The Pathfinder 2005 TRS with a Yamaha F115 will have to operate at 5,500 rpm to reach 36.5 mph and will get 3.5 mpg. Power the same boat with an F150, and it reaches 35 mph at 4,500 rpm and will get 3.9 mpg, according to the manufacturer-­supplied performance data. This example also illustrates that the notion that less horsepower equals better fuel economy isn’t always true. Top speed is another reason to max out the ponies. More horsepower translates to a higher top speed. Sometimes the difference is dramatic, with a difference of 20 miles per hour or more. Then there’s the resale value. If a buyer is looking at two identical boats and one has more power than the other, they will typically choose and often pay more for the more-powerful boat.

Mo’ Power, Mo’ Money

Often, taking even a small leap in power can cost big bucks. The standard engine on the Blackfin 232DC is the Mercury 225XL FourStroke, but bumping it just 25 hp to the Mercury 250XL will cost $4,921 more. In this case, the big jump comes by moving from the 3.4L family of V-6 engines to a 4.6L V-8 for the 250. When reviewing the build-a-boat feature found on most manufacturers’ websites, compare the cost with different engines, and look for the sweet spot where the least amount of money buys the biggest jump in horsepower. Often, the max-power option is an exotic engine that comes with a larger-than-­proportional price tag.

Less Power Equals Less Weight?

Sometimes, adding more horsepower changes the weight drastically, but an increase in horsepower often adds no weight because it is done via programming the engine’s electronic control unit. For years, Mercury’s supercharged Verados all shared the same 2.6L inline-six-cylinder block, even though the horsepower could range from 200 to 400, with a weight difference of just 38 pounds. 

In the case of the Mercury 225XL V-6 versus the 250XL V-8, the weight difference is 52 pounds, which might not seem like much, but it could be significant on a small flats boat. Using multiple engines just exacerbates the ­difference.

Moving to the largest ­engine can make a huge difference. Mercury’s new Verado 600 is a 7.6L V-12 behemoth with a host of technological advances, but it also weighs 1,260 pounds. Although more weight can cause slower hole-shot times, often this is counterbalanced by the additional horsepower and larger prop that a higher-­horsepower engine can swing.  

Horsepower needs also change if only one or two people routinely use the boat. If you typically invite a crowd of friends to go fishing, powering up to the max might make more sense. Otherwise, the boat can be sluggish and slow to respond to the throttle.

Variables Matter

If a boat weighs more, it’s probably going to need more power, but factors such as the hull design also matter. A Carolina Skiff 21 SWS is a 21-footer that features a relatively flat hull bottom, weighs 2,351 pounds, and has a maximum horsepower rating of 150. The Regulator 23 has a steep 24-degree transom deadrise to help it slice through ocean waves, and weighs 6,700 pounds with a single outboard. The smallest outboard you can buy it with has 300 hp.

If a boat has a transom deadrise of 20 degrees or greater and is run in waters that can get rough, err on the side of more power. During situations such as running through a ripping inlet, having crisp throttle response is often needed to safely transit out or return.

If you’re not sure about how much power to choose, talking to a local dealer is a good idea. They have the experience with and info on the models they sell that can help you make the best possible decision when it comes to the question of horsepower.

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Yamaha Marine has debuted an updated XTO Offshore V-8 outboard that delivers 450 hp, as well as enhanced technology and greater conveniences. It features the same 5.6-liter big-block powerhead and mounting bolt pattern as the original XTO 425. The 450 is designed to move big, heavy saltwater fishing boats, and it will eventually replace the 425 in the Yamaha outboard lineup.

“The XTO 450 allows boaters to enjoy the convenience and ease of operation associated with the XTO line—in addition to more torque and power,” says Ben Speciale, president, Yamaha U.S. Marine Business Unit.

The extra 25 horses is delivered in part thanks to an increase in intake and exhaust volume. At the same time, Yamaha has toned down the loud operating noise associated with the 425 by incorporating an intake silencer, according the outboard brand.

A Host of New Features

In addition to increased horsepower, the Yamaha XTO Offshore 450 boasts more charging power, featuring a three-phase, simultaneous charging system. Using Phase Angle Control (PAC) componentry to create a super-strong magnetic field, XTO Offshore 450 produces up to 96 net amps per engine in neutral to power high-demand devices such as gyro stabilizers, air conditioning and sound systems. The system is so powerful that it can even eliminate the need for an on-board generator, according to Yamaha. The system also prioritizes charging to the starting batteries, keeping them charged and ready for action at all times.

The 450 comes features Yamaha’s TotalTilt feature for faster, easier engine tilting. When enabled, it allows complete tilt up from any position with a simple double-push of the “UP” trim/tilt button, or full tilt down (until trim ram contact) by the same double push of the “DOWN” trim/tilt button. A warning horn sounds just before and during these operations. Movement and the horn can be stopped anywhere in between by pressing the tilt button again.

New raised chrome graphics on the sides, a re-styled panel in back, a new flush-mounted manual flush connection up front and hidden external wiring near the bracket add to the premium look of this powerful outboard. There’s also an optional built-in propeller light (rather than transom mount) that illuminates when using Helm Master EX SetPoint features.

New Props Too

New XTO EC® propellers are now available for applications where propeller ventilation may be an issue due to the power and torque of XTO Offshore outboards. Yamaha also adds a 27-inch pitch to its XTO OS® line of propellers for lighter weight XTO applications that have the available wide-open throttle rpm to potentially drive more top speed.

The new Yamaha XTO Offshore 450 will become available starting in the spring of 2023 with MSRPs ranging from $49,500 to $54,250. To learn more, visit yamahaoutboards.com.

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A new agreement between Sharrow Marine and Yamaha Marine Precision Propellers will enable Sharrow Marine to manufacture its award-winning propellers in Yamaha’s state-of-the-art facility and foundry in Greenfield, Indiana. Yamaha will also offer Sharrow propellers through its boat builder and dealer distribution channels.

Yamaha will offer Sharrow Propellers as a new option on models of Yamaha’s boatbuilder partners and its network of more than 2000 dealers. Sharrow props will have unique SKU numbers for Yamaha dealers to easily order for these uniquely designed propellers for customers.

“Yamaha has world-wide respect for the quality and dependability of its products. We’re proud to have the opportunity to manufacture our high-tech propellers in Yamaha’s new, state-of-the-art casting facility in Indiana,” said Greg Sharrow, CEO of Sharrow Marine. “We’re also excited to have access to the Yamaha distribution network, which will dramatically accelerate our efforts to deliver the Sharrow Propeller to boaters across the world.”

Sharrow’s propeller design offers a host of performance improvements including higher speed per RPM, better handling, reduced vibration, a stronger propeller structure, according to Sharrow. The company claim the props are up to 30 percent more efficient than the industry-leading conventional propeller designs. It won the an NMMA Innovation Award at the 2020 Miami International Boat Show.

Read Next: The Fine Art of Making Propellers for Outboards

“Sharrow Marine’s choice of Yamaha as a manufacturing and distribution partner underscores Yamaha’s leadership position in the casting industry,” said Jonathon Burns, general manager, Yamaha US Marine Planning and Development. “Through our new relationship with Sharrow Marine, Yamaha can offer boat builders, dealers and customers an even greater number of options when it comes to maximizing boat performance through propeller selection.”

The post Sharrow Marine and Yamaha Marine Partner Up for Manufacturing and Distribution appeared first on Sport Fishing Mag.

Suzuki Marine announced this week the new DF250ATSS V6 outboard, adding to and updating the company’s Sport Series of high-performance engines for freshwater bass and shallow saltwater applications. Designed to deliver a powerful hole shot, strong mid-range and fuel economy, the DF250ATSS will also feature compatibility with Suzuki Precision Control electronic shift-and-throttle system.

A new lower-unit gear case with an asymmetric skeg slices through the water to improve performance and enhance steering stability. The case delivers powerful gears for low-end torque with the ability to swing a large prop such as the new Watergrip propellers. Other features include an updated intake system and thrust-mount system to reduce vibration.

Available in 20- and 25-inch shaft lengths and in matte black or new white, the DF250ATSS will be available this summer; pricing has not been announced. Suzuki will also add a new 4-cylinder DF115SS this fall.

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While Yamaha Marine introduced earlier prototypes of the Harmo electric boat-control system in European markets as far back as 2016, the company today announced its 2021 version is ready for the United States. Right now, American boat manufacturers are testing applications for Harmo to determine on which models and in which markets it will be offered. Yamaha estimates consumers will begin seeing Harmo-equipped boat packages within the next 18 months.

“Harmo is the perfect system for horsepower or internal-combustion restricted waterways,” says Ben Speciale, president, Yamaha Marine U.S. Business Unit. “Ultimately, it is up to our boat-builder customers to decide how to integrate it into their boats, and we are eager to see the result.”

The 3.7 kW motor runs off a 48-volt power supply. It delivers 225 pounds of static thrust, equivalent to a 9.9 hp gas outboard. The motor unit weighs 121 pounds and runs almost silently.

Propulsion comes from the rim-drive electric motor, a version of which has been popular as a thruster. The motor is mounted around the outside edge of the specially encased four-blade aluminum impeller.

Run times depend upon battery type and vessel size, but Yamaha testing on a Skeeter hull showed that the motor can troll 7 to 8 hours at 2 to 4 mph. At wide-open throttle, the run time is still in the range of hours, Yamaha says.

Read Next: Yamaha Releases New App and Website for Outboard Owners

Harmo features integrated digital electric steering and Helm Master EX controls, including a joystick, but also comes with a wheel and helm-, side- or top-mounted throttle. Harmo turns in a 140-degree arc in forward and reverse, giving it spin-on-a-dime capability. The motor completely tilts out of the water.

Harmo can be mounted in single or twin applications, the latter can maneuver a boat up to 32 feet in length. Yamaha says pricing for the system is not yet available.

Courtesy Yamaha Marine

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Yamaha owners now have a new tool in their box to keep their engines healthy, track ownership, log trips, and more — the MyYamahaOutboards app (available free in iOS and Android app stores). The app’s companion website, myyamahaoutboards.com, provides the same interface on a laptop.

Once owners register their outboards — whether purchased new or used — through an authorized dealer, they have access to the full suite of features. The system provides the outboard’s history and maintenance requirements and reminds owners of recommended service. Owners who prefer DIY can create maintenance charts in the system and add notes, photos and receipts.

“There’s a great deal of benefit in having all completed outboard service intervals recorded in one succinct platform with an authorized Yamaha outboard dealer,” says Frank Wilhelm, advertising and digital marketing manager, Yamaha Marine Engine Systems. “In addition, owners can use this important maintenance history report to enhance confidence and potentially increase value when they are ready to resell their current boat and buy a new one.”

Other features include a library of content — including owner’s manuals, video tutorials and performance bulletins — a dealer-locater feature, convenient checklists for trip preparation as well as trip logging.

Read Next: More Yamaha Coverage

The system can store information, including accumulated engine hours, and photos for multiple boats and outboards per user. Owners can select preferred dealerships and marinas and initiate calls through the app. For boats with multiple outboards, owners can set specific positions for each.

When the owner sells the boat or outboard, the information stays with the engine. A new owner can create a MyYamahaOutboards account and access the records (minus any personally identifiable information added by the previous owner.)

Visit yamahaoutboards.com/app to learn more. View the video below to get started with the app.

Courtesy Yamaha Marine

Yamaha says its owners set the tone and the need for the new app. This video helps explain the available features.

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The day had finally arrived when I could test the new CXO300 diesel outboard motor from Cox Powertrain Ltd., a sea trial I had anticipated for 32 months, since attending the public debut of this landmark engine at the 2018 Fort Lauderdale International Boat Show. Developmental delays had led to postponements of this test until June 2021.

As I met Lance Henrichsen and Rayden King from Boatswain’s Locker in Alamitos Bay, California, the single CXO300 was already idling. I sniffed the air and detected no diesel exhaust odor, just the scent of briny ocean.

Noise Level Test

Engine noise proved very low—just 66 decibels on the A-scale at idle when measured at the helm. Absent was the typical diesel “knock.” As a point of comparison, the CXO300 emits about the same sound level at idle as I recorded when testing the Pursuit DC 326 with twin Yamaha F300 gas outboard motors. On the other hand, during my recent test of Mag Bay 42 with twin Volvo Penta D-13 turbo-diesel inboards, the sound level rumbled at 83 decibels on the A-scale at idle.

Boatswain’s Locker is the Southern California distributor for Cox Powertrain, and it rigged the CXO300 on a S25 Safe Boat, an aluminum boat with a foam collar which served as a patrol boat for the United States Coast Guard in a previous life. It weighs approximately 8,000 pounds with the engine, 55 gallons of fuel and the three-man crew. Though no longer available from Safe Boat and certainly not a typical fishing machine, this model served as an able platform for my test. Standard rigging for the CXO300 includes Dometic electronic throttle and shift controls and Optimus electric steering. The 30-inch-shaft test engine was also rigged on a SeaStar jackplate, but we left it in the full down position while gathering performance data and putting the boat and motor through its paces.

Cox Diesel Design

Cox Powertrain is a British diesel-engine company that has invested more than a decade of development in the CXO300. The twin-turbo-charged four-stroke V-8 powerhead displaces 4.4 liters and is served by a common-rail fuel injection system. Featuring a vertical orientation similar to most gas outboards, the CXO300 is built for marine applications. Another major diesel outboard brand—Swedish-built OXE—uses horizontally mounted, automotive-based diesel powerheads. Its 300 hp model, for example, sports an inline-six-cylinder 3.0-liter turbocharged diesel powerplant from BMW, which drives the propeller via a series of heavy-duty belts and pulleys.

The Cox 300 employs a conventional outboard drivetrain with a vertical drive shaft connecting the motor to the lower unit, which houses the forward and reverse gear system similar to most gas outboards. That said, drivetrain components are specially designed for commercial applications and oversized to handle the CXO300′s maximum torque of 480 foot-pounds. For perspective, peak torque for a 300 hp gas outboard is around 380 foot-pounds, which is reached at 2,500 to 3,000 rpm, according to test data from Cox.

Cox says that its engine is designed to last up to three times longer than comparable gas outboards, but only time will tell if that claim holds water.

By way of background, diesels operate at a lower engine speed (rpm). The CXO300 diesel outboard, for instance, tops out at about 4,000 rpm versus about 6,000 rpm or higher for many of today’s gas outboards. Despite the lower engine speed, diesels have greater torque so they can turn a higher gear ratio and/or larger diameter propeller to convert their torque into boat speed. There’s also the safety factor in diesel fuel, which has a much higher flash point than gasoline, and so is less prone to ignite, if there is a fuel system leak.

By the Numbers

We ran the CXO300 in the protected waters inside the breakwater of Long Beach Harbor to gather speed and sound levels, but S25′s PV780 Murphy engine display (part of the CXO300 rigging package) had not yet been set up to read gallons per hour, so I used data supplied by Boatswain’s Locker for the fuel consumption data and extrapolate miles per gallon.

The engine turned a 16-inch-diameter by 19-inch-pitch stainless-steel four-blade propeller from PowerTech. The Safe Boat accelerated from zero to 30 mph in an average time of 11.7 seconds, and bolted like a wahoo on the attack once the twin turbos spooled up. Time to plane was 4.5 seconds. We achieved a top speed of 40.9 mph at 4,000 rpm, where the diesel outboard burned 18.8 gallons per hour for 2.2 mpg, according to supplied fuel data.

Cox says the CXO300 offers at least a 25 percent better range than a comparable gasoline outboard. That claim is hard to confirm without a direct comparison on the same boat under the same conditions. However, CXO300 achieved its best fuel economy at 3,000 rpm and 29.7 mph with a burn rate of 8.9 gph, resulting in 3.3 mpg. That equates to a cruising range of 297 miles, based on 90 percent of the S25′s 100-gallon fuel capacity.

For boating anglers, slow-trolling with the CXO300 will be an issue, as the slowest speed I could achieve was 5 mph with the 1.46-to-1 gear ratio. The outboard is also available with a 1.23-to-1 gear ratio, but this ratio will only exacerbate the issue by increasing the speed at idle in gear. The Cox diesel outboard cannot be fitted with trolling valves, as can inboard diesel transmission.

Sound levels at the helm of the S25 remain comparatively low, registering 83 and 87 decibels on the A-scale at optimum cruising speed and wide-open throttle, respectively.

Read Next: Mercury Racing Unveils Optimax Diesel Outboard

The CXO300 will be offered in three shaft lengths—25, 30 and 35 inches—in both black and white exterior paint schemes. It weighs 866 pounds and carries a suggested retail price of $55,000. It is available now. Approximately 150 motors have been delivered around the world.

Pricing and Specs

Performance*

• Load: 55 gal. fuel, three crew members aboard Safe Boat S25
• Time to 30 mph: 11.7 sec.
• Top Speed: 40.9 mph @ 4,000 rpm
• Best MPG: 3.3 mpg @ 29.7 mph (3,000 rpm)

Notable Features

• Carbon fiber engine hood reduces weight
• Dometic Optimus electric steering system
• Electronic throttle and shift
• Keyless fob offers remote starting and serves as an engine cut-off switch
• Thermostatically controlled raw-water cooling
• NMEA 2000 compatible

Cox Powertrain Ltd.

coxpowertrain.com

Shoreham-by-Sea, United Kingdom

+44(0)1273 454 424

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The new Mercury V-12 Verado 600 outboard draws attention, of course, for its jaw-dropping size. If the engine’s 12 cylinders, 7.6 liters, 1,260 pounds and 600 horsepower don’t impress, perhaps racking four of these majestic beauties across a transom might induce you to walk down the dock to take a look.

Mercury designed the Verado 600 to efficiently move the largest outboard-powered dayboats and center-consoles currently available, and even larger boats in the future. It seems that creating horsepower was the easy part of this project because the V-12 engine is essentially, if not exactly, the Mercury 4.6-liter V-8 with four additional cylinders.

Two elements of technological magic that make the Verado 600 compelling lie below the powerhead. A two-speed automatic transmission amplifies torque and boosts economy, while a steerable gear case adds agility and keeps the transom spacing tight.

“Everything from the powerhead down is an invention,” says David Waldvogel, drive systems engineering manager at Mercury, part of a team that spent five years developing these patented designs, the first for any outboard.

Two-Speed Automatic

The two-speed automatic transmission located below the powerhead offers a number of benefits. Placing forward, neutral and reverse gears in the transmission keeps the gear case as small as possible (6 inches in diameter), for a significant reduction in drag. The engine’s smooth hydraulic shifting becomes especially apparent when operating in joystick mode.

The Verado 600 features dual contra-rotating propellers, with four blades on the lead prop and three blades following. The maximum prop diameter measures 18 1/4 inches—ideal blade area for lifting a heavy boat on plane and holding it there at lower cruising speeds.

But it takes a lot of muscle to turn those big props. A low gear ratio—think about your car starting in first gear—amplifies torque to give the engine more leverage on the propellers, for an effective hole shot with minimal bow rise. The gear ratios in the transmission, combined with a 1.75-to-1 ratio in the gear case, result in a very low 2.97-to-1 final ratio in first gear.

As the boat gains speed, the transmission automatically upshifts to the taller second gear, with a 2.5-to-1 ratio, which is 43 percent lower than that of a Verado 400, so engine power is still being amplified. This allows the Verado 600 to run props with a lot of pitch and to cruise at a much higher speed. For example, a Boston Whaler 420 Outrage with quad Verado 400 motors and 17-pitch props runs 32.5 mph at 4,500 rpm, while the same boat with triple Verado 600 motors and 31-pitch props runs 43.5 mph at 4,500 rpm. Both boats get 0.06 to 0.07 mpg fuel economy at that speed. More speed at the same rpm equals better economy.

The engine controller manages shifting based on torque demand. Similar to how an automobile shifts as it accelerates to pass, the Verado 600 will downshift in some situations, such as accelerating smartly from a slow cruise speed.

Novel Steering

Narrow engine spacing was a key design goal for the Verado 600 so the V-12 outboard could fit on the same transoms as V-8 and L6 Verado models. The Verado 600 features 27-inch center-to-center spacing, an inch wider than that of other Mercury models, but narrower than the 28.5 inches required for Yamaha XTO 425s or the 32-inch spacing between multiple Seven Marine 627 motors. Mercury accomplished this, in part, by keeping the powerhead stationary and steering only the gear case.

The gear case bolts to a hollow steering column extending into the midsection of the motor. A hydraulic rack-and-pinion steers it in response to a signal from the digital helm. This design eliminates all external steering hardware. Exhaust and cooling water routes through ring-shaped channels in the steering housing, which mate to channels in the gear case.

Because only the gear case steers, it can move up to 45 degrees port and starboard, compared with about 30 degrees each direction for a traditional outboard. This gives the V-12 more authority at low speeds and in joystick mode—which is essential to control large boats—without swinging those giant powerheads back and forth while docking. As boat speed increases, the steering range decreases electronically, as determined by the boatbuilder.

The transmission and steerable gear case combine to deliver key elements that enable the application of tremendous power from this refined, sophisticated outboard motor.

About the author: Charles Plueddeman has been writing about boats and marine propulsion since 1987. You might spot him on Big Green Lake at the wheel of a 1951 Dunphy.

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Mercury Marine has introduced its new V12 600 hp Verado. Here’s some footage from our recent on-water experience with the big outboard in central Florida.

Credit: Chris Woodward

Mercury Marine took the cover off its latest Verado this week, introducing the world’s first V12 outboard at the company’s test facility in central Florida. The 7.6-liter 600 hp engine also delivers several other firsts, including a two-speed automatic transmission and a steerable gearcase. The latter means that the engine’s powerhead remains still while its lower unit—with dual propellers—rotates underwater to turn the boat.

“With boats continuing to grow bigger and performance expectations continuing to rise, boaters have been asking for a better, more capable high‑horsepower solution to meet their needs,” says Chris Drees, Mercury Marine president.

The new V12 tips the scales at 1,260 pounds. By comparison, the discontinued Seven Marine 6.2-liter 577 hp outboard weighed in at about 1,045 pounds. The new Merc was primarily designed for bigger, luxury-brand boats whose captains want the same horsepower from fewer engines. Vessels on the water this week for sea trials included a Scout 425 LXF with twins, a Boston Whaler 420 Outrage with triples and a Viking Valhalla V-46 with quads.

The V12 Verado is naturally aspirated, meaning no turbo or supercharger. The outboard’s two-speed transmission helps it push heavy boats out of the hole in low gear (about 20 percent lower than second gear), and then switch to a more optimal gear ratio to enhance speed and performance.

The engine’s steerable gearcase uses an electro-hydraulic system. Because it does not have to move the entire engine, the steering remains agile. While conventional outboards can turn 30 degrees in either direction, the V12 gearcase can pivot up to 45 degrees in a particular direction when the joystick is engaged (30 degrees with regular steering).

When underway, this steering takes a little getting used to; you can’t tell at a glance which way the engines are pointing. The helm-mounted Vessel View gauge, however, features a slider at the top that shows gearcase orientation. At the top right corner on the gauge, a rudder-angle indicator shows you the same information in a digital-numerical format.

Mercury has designed a full line of propsets in various pitches and up to 18 inches in diameter for the V12. The contra-rotating setup provides greater slow-speed forward and reverse authority, Mercury says.

The engine can operate for 200 hours before routine service, including oil changes and basic maintenance, which can all be done through the top-opening cowl service hood.

As an example of speed and fuel efficiency, Mercury tests showed that the Scout 425 LXF with twin 600s reached a top speed of 61.9 mph at 6,410 rpm. Optimal cruise occurred at 4,000 rpm, running 34.3 mph and achieving 0.8 mpg. It’s worth noting that at 4,500 and 5,000 rpm, the mpg remained the same, although the gallons per hour increased as did the speed (41.3 and 46.5 mph). The boat accelerated from 0 to 30 mph in 9.76 seconds.

The Whaler with triple 600s notched 63.7 mph at 6,375 rpm, achieving 0.4 mpg. Optimal cruise occurred at 4,500 rpm, running 43.5 mph, and reaching 0.7 mpg. The boat accelerated from 0 to 30 mph in 8.11 seconds.

The Viking Valhalla V-46 with quad 600s hit 73.8 mph at 6,387 rpm—although I personally saw the speedometer tap 75 mph. Optimal cruise occurred at an rpm level as low as 3,500, where the boat ran 34.7 mph and achieved 0.6 mpg. That mpg remained constant up through 4,500 rpm. The boat accelerated from 0-30 in 6.76 seconds.

Read Next: Mercury Racing Announces 450R Outboard

The outboard will be available this spring in phantom black, cold fusion white, warm fusion white and pearl fusion white; it will cost approximately $77,000.

Specifications

• Cylinders: 64-deg. V12
• Displacement: 7.6L
• Alternator: 150 amps
• Fuel: 87 octane
• Dry Weight: 1,260 lb.
• Shaft Lengths: 20, 25, 30, 35 in.

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