Mercury V-6 boasts large displacement

Mercury V-6 FourStroke The Mercury V-6 FourStroke comes with mechanical or digital controls, hydraulic or power steering. Credit: Rebecca Jeffrey
Industry Database

Barrus has showcased Mercury’s new V-6 FourStroke engine with 175hp, 200hp and 225hp models at Seawork 2018.

The 3.4l V-6 has a large displacement, naturally aspirated powerhead and performance-proved mid-section and drive system designs. It features Mercury’s best acceleration with 20% more torque than the closest four-cylinder competitor at cruise and is calibrated to maximise fuel economy at cruise, yielding an advantage of up to 15% compared to the closest four-cylinder competitor, said Barrus.

Ben Allen, general manager for the marine leisure division at Barrus, stated: “This engine is incredibly high torque with a 3.4l displacement. It’s a massive increase on capacity from its 1.7l predecessor. It’s also the lightest in the market at 215 kilos.”

He added: “It’s got advance range optimisation. This engine is constantly monitoring the demand on the prop rather than demand on the lever. It maintains speed rather than RPM. This is really helping to get the best side of the fuel economy. We’re seeing about 20% saving on its predecessor.”

Less vibration

There is the option of mechanical or digital controls, hydraulic or power steering and a customisable panel.

The V-6 is also quieter with 50% less vibration than previously. On the top of the engine is the oil fuel point with a click access door for easy access.

“This has been in development for five years and was launched at Miami Boat Show in February. It’s generations ahead of its predecessor. It has been through 30,000 hours of testing,” Mr Allen stated.

He confirmed the V.6 had received interest from Cheetah Marine at the show.

Gen 2 Fast PIRS

Barrus also introduced its Gen 2 Fast PIRS (Post Immersion Restart System) at Seawork. As with previous Fast PITS versions, Gen 2 drains the fuel system but instead of using a single lever to control the system, all valves are operated independently to allow fine adjustment. The cylinder head valve design is more durable and cost-effective to produce and is fail-save in operation.

Simultaneously launched was the Capsize PIRS – four stroke, developed for Mercury and Mariner four-stroke engines. Capsize PIRS is fully automatic and integrated within the engine’s electronic control unit. Barrus said the system ensures no water can enter the internals of the engine and is operated without removing the engine cover. Barrus explained that this is because, unlike a two-stroke engine, removal can contaminate the oil and can cause serious component failire.

Mr Allen confirmed that Gen 2 is already being used by commercial and military customers and orders are in progress for the Capsize PIRs engines to be supplied later this year.

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