CONTINUOUSWAVE

I am from Amsterdam in the Netherlands and am the proud owner of a classic Boston Whaler 1990 OUTRAGE 22 with twin Mercury 60-HP four-stroke-power-cycle engines with electric fuel induction that each weigh 260-lbs, giving a total engine weight if 520-lbs. I actually think that the boat is a bit under-powered. I plan to replace the engines in the short term. I would like to stay with Mercury engines.

The original OUTRAGE 22 hull specification mentions a maximum of 240-HP and a maximum weight of 2,050-lbs.

I am thinking of the following possible combinations of Mercury engines:

1. twin 115-HP ProXS with Command Thrust, total weight 726-lbs
2. single V6 225-HP FOURSTROKE, 475-lbs
3. single V8 225-HP ProXS. 511-lbs, and
4. single V8 250-HP VERADO, 600-lbs

My biggest concern is maximum weight and maximum power. If I had a choice I would choose a single 250hp Verado with a V8
There are probably people among you with experience with these combination. Thank you very much for your feedback.

BostonOutrageNL wrote:The original OUTRAGE 22 hull specification mentions a maximum of 240-HP and a maximum weight of 2,050-lbs

I believe you have misinterpreted the Boston Whaler specification that lists the weight of the OUTRAGE 22 outboard (notched transom) model as 2,050-lbs.

The specification of 2,050-lbs is the dry hull weight of the OUTRAGE 22 notched transom outboard model. It is not an upper bound limitation for total engine weight.

In the c.1990 era Boston Whaler was not specifying any particular weight as a maximum engine weight.

The best method to assess the maximum engine weight of a c.1990 OUTRAGE 22 boat is to observe the location of the engine splash well drains relative to the water line when the boat is at rest in its normal trim. The engine splash well drains should be above the water line at the transom, or at least only just partially submerged.

Another way to infer what the maximum engine weight might have been in 1990 is to look at the weight of an outboard engine available in 1990 that would have powered the hull to its maximum engine power rating. A typical choice in 1990 might have been to use twin 115-HP OMC V4 engines with 20-inch shaft and power trim, providing 230-HP. Those engines would have weighed about 300-lbs each, so a reasonable inference is then the maximum engine weight should be about 600-lbs.

In assessing your four re-power options, and using 600-lbs as a guide for maximum engine weight, the choice number 1 (twin 115-HP) is overweight. Choices 2, 3, and 4 are all under the inferred maximum engine weight rating.

Of the remaining three, I would probably favor number 2 (V6 225-HP) or number 3 (V8 225-HP). I suspect the V6 225-HP will be the least expensive and it is 36-lbs lighter than the V8.

I would expect the OUTRAGE 22 notched transom model with 225-HP will be able to reach a top speed of almost 50-MPH, (80-KMH) as long as the total boat weight stays around 3,000 to 3,100-lbs. If the total hull weight approaches 4,000-lbs, the top boat speed with 225-HP will drop to around 44-MPH (70-KMH). In either case, the increase in performance compared to the current 120-HP (which I am guessing can reach about 32-MPH) will be quite impressive.

This is so great feedback. Thanks for the very quick and detailed response. Very helpful indeed.

Maybe there are other 22 ft owners with experience on top of this already helpful explanation.
Thank you again.

By the way the current speed is max 31 mph (50KMH) with the twin 60hp.

Another thought: if choosing the V8 VERADO 250 at 600-lbs gives you electronic shift and throttle, the more refined engine control of the electronic shift and throttle may be worth the added cost and weight. But it is easy for me to spend your money. You might have to shift weight of of the stern with a 600-lbs engine, but you could do that by moving two batteries from the engine splash well to be under the center console; that will require replacement of the engine power cables, but because you are ordering a new engine, you could specify you wanted the longer engine cables as part of the order, and perhaps not have to pay twice for power cables.

Disclaimer: I switched to electronic shift and throttle control from mechanical cable controls on my 225-HP engine, and I truly love the electronic shift and throttles.

jimh wrote:Another thought: if choosing the V8 VERADO 250 at 600-lbs gives you electronic shift and throttle, the more refined engine control of the electronic shift and throttle may be worth the added cost and weight.

Is that the same as Digital Throttle & Shift (DTS) control? is that not also available on the other engines?

Questions for you include:

How do you use your boat?
- Load of persons and gear?
- Distance travelled (long or short)
- Typical average cruising speed?

Fuel is very expensive in the EU so GPH consumption is an important factor.

Which outboard motor brands have quality dealers in your local area?

What are the full detailed price quotes for a 225 hp from Mercury, Honda, Yamaha?
Full detailed quote means each item has its own price.

Phil T wrote:Questions for you include:

How do you use your boat?
- Load of persons and gear?
- Distance travelled (long or short)
- Typical average cruising speed?

Fuel is very expensive in the EU so GPH consumption is an important factor.

Which outboard motor brands have quality dealers in your local area?

What are the full detailed price quotes for a 225 hp from Mercury, Honda, Yamaha?
Full detailed quote means each item has its own price.

Thank you for your reply.

I usually use the boat with two people but also often with up to eight people, mostly for trips on inland waters but also at sea. Both recreational (surfing) and fishing. We usually go on somewhat longer trips. I usually sail at 15-MPH or 25-KPH. I hate to say it, but money is not the most important factor for me in this decision, but the comfort and optimal behavior of the boat while sailing is.

My port is a Mercury dealer and the prices range between 20,000 to 27,000-Euro without trade-in of the current engines.

BostonOutrageNL wrote:Is [electronic shift and throttle] the same as Digital Throttle & Shift (DTS) control?

I assume that "DTS" is just the designation that Mercury uses for electronic shift and throttle. The "digital" adjective is probably used by Mercury to make it sound fancier.

BostonOutrageNL wrote:is [DTS] not also available on the other [Mercury] engines?

I really have not studied the latest models of the Mercury engines. When in 2004 Mercury introduced their VERADO engine line, those engines were designed to ONLY use electronic shift and throttle remote controls, so I assume that in 2024 if an engine is designated as a VERADO that would continue to imply the engine uses electronic shift and throttle.

You probably need to study the Mercury engine literature to see if any other models in their current line can also be configured to have electronic shift and throttle. As I mentioned, I think electronic shift and throttle is a very nice feature.

ASIDE: you should also be very demanding on price. Here in the USA the Mercury division of Brunswick which is primarily located in Fond du Lac, Wisconsin has been announcing very big lay-offs of their manufacturing employees. In June 2024 Mercury announced that 300 employees were on permanent lay-off. Now in August 2024 Mercury announced that 1,700 employees would be on a temporary lay-off through January 2025. This is a very significant reduction in the workforce at the Mercury outboard engine plant. The USA is the primary market for Mercury, more-so than overseas markets like Europe. Shedding 2,000-workers--even if just for four months--represents a very big cut back on production of new outboard engines. This may be a good time to buy and get a better price.

The reason that Mercury has been affected by what they describe as "soft demand" is because the great majority of Mercury outboard engines are sold on the transom of new boats where there is a mandatory tie-in sale of the Mercury outboard engine with the new boat. The sale of new boats was booming during the COVID-19 years, but apparently now, with other choices of leisure activities available, the sale of new boats has slowed, so the sale of new Mercury outboard engines has correspondingly slowed. Because of those factors, you may be able to negotiate a better price on a Mercury outboard engine that is not bundled with a new boat.

Another consideration: the dealer from whom you will buy the new Mercury outboard engine should be experienced in the installation of the engine on an older boat. Many dealers who sell Mercury engines will usually only be selling an engine that is already installed and rigged on a new boat by the boat builder. Inquire with the selling dealer to be sure they know how to actually install and rig a loose engine on an older boat.

You should also take a very close look at the fuel system on the boat. Many elements of the fuel system could be 34-years-old, and perhaps some refitting would be appropriate. Problems with fuel supply can quickly cause harm to an engine, and with your re-power you are going to be increasing the rate of fuel flow by about double. Look at new fuel hoses, new filters, and careful inspection of the fuel tank pick-up and hoses.

The electrical system may also need some renovation, particularly if you get the V8 engine. Cranking a 250-HP V8 will be more demanding on the battery than cranking a 60-HP engine.

Again, many thanks for this information. Very welcome and I will certainly take it into consideration. One would almost think that trading in for a larger newer outrage might be a wiser consideration than re-powering an old (but charming) 22ft outrage.

I would highly discourage trading the boat in for a newer model.

With every passing year there is more interest in the "classic" models, especially the OUTRAGE 22 and OUTRAGE 25 models. Prices are starting to climb for boats in good or better condition.

At that is not to mention the OUTRAGE 22 and OUTRAGE 25 are truly excellent at what they can do for their size, horsepower, and cost to run.

Phil T wrote:I would highly discourage trading the boat in for a newer model.

With every passing year there is more interest in the "classic" models, especially the OUTRAGE 22 and OUTRAGE 25 models. Prices are starting to climb for boats in good or better condition.

At that is not to mention the OUTRAGE 22 and OUTRAGE 25 are truly excellent at what they can do for their size, horsepower, and cost to run.

I could not agree more [unrecognized acronym deleted]. Thank you

I agree with the advice to keep the boat and re-power for these reasons:

• a new boat is REALLY pricey
• a newer used-boat comes with many unknowns regarding condition, care, and history;
• you know your current boat and its care and history;
• the classic Outrage is relatively simple to care for and maintain; and,
• you are generally satisfied with the hull.

I am the owner of a 1984 Outrage 22. In 2020 I re-powered it with a 2016-production year Evinrude E-TEC 250-HP G2 engine that had around 400 hours on it. I am quite pleased, even though I knew I was gambling on the [abandoned] Evinrude brand. My Outrage has the 129-gallon-capacity fuel tank (still solid, pressure tested well, new fuel lines, always stored on trailer) so I was a bit concerned with the weight. The G2 weighs 558-lbs (253 kg), about 120-lbs (54 kg) more than the 1987 Evinrude 225 that it replaced. The weight did not turn out to be a problem. My batteries are moved to the console, and I have three trolling motor batteries stored in the cooler in front of the console, so that helps weight distribution. Performance is excellent by my judgement (sorry, no numbers handy, someday I will post).

My advice on repowering:

• if you have the standard 77-gallon-capacity tank and money isn't a concern, go with the V8 250; you will never regret the extra power; the extra weight should be negligible. If the boat is kept on a mooring, check the current static trim at rest, and add weight to stern to simulate the V8;
• if you have the larger tank (doubtful) with batteries in stern, go with the V6 225-HP. Also consider the V6 if you are on a mooring and are concerned about static trim.

Good luck on whatever you choose. You'll enjoy the performance of a new motor on this classic hull.

PATXBill wrote:I am the owner of a 1984 Outrage 22...re-powered..with ...Evinrude E-TEC 250-HP G2 engine...

You must have a rocket-ship on your hands, now, a possibly 50-MPH boat.

PATXBill wrote:I am the owner of a 1984 Outrage 22...You'll enjoy the performance of a new motor on this classic hull.

Very useful feedback. Thank you. I have the standard 77 gallon tank, so I suppose I will look at the V8 250.

jimh wrote:

PATXBill wrote:I am the owner of a 1984 Outrage 22...re-powered..with ...Evinrude E-TEC 250-HP G2 engine...

You must have a rocket-ship on your hands, now, a possibly 50-MPH boat.

My brother has the same boat--an Outrage 22 classic hull--and he re-powered it this year with a Evinrude G2 250 H.O. I confirm the boat is a rocketship: 53-MPH with two people aboard.

The previous engine he had was a Mercury 225-HP Optimax. The boat could hardly reach 45-MPH.

Lupi wrote:My brother has the same boat--an Outrage 22 classic hull--and he re-powered it this year with a Evinrude G2 250 H.O. I confirm the boat is a rocketship: 53-MPH with two people aboard.

Thank you.

[Reviving the thread after it has been dormant for over a year]

I have a 1989 OUTRAGE 22 with a Yamaha F250 XB. The propeller pitch is 15. The boat has bottom paint and a T-top. Loaded with 80 gallons of fuel, two adult men, and gear adds about 600 lbs of weight. The maximum boat speed is 45 to 46-MPH with an engine speed of 6,000 to 6,200-RPM. The engine mounting height is the lowest possible position.

A recent boat trip was to go 30-miles offshore in seas of 4 to 6-foot height, which entailed 8-hours underway. The total distance was about 95-miles. The engine run time included 15-minutes at full-throttle. The fuel economy for this trip was 2.75-MPG.

FUTURE PLAN
I will change to a 17-pitch propeller and raise the engine mounting height to the highest possible position. I am told this should improve the fuel economy and increase maximum boat speed by 2 to 3-MPH.