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New to the boating world is OMC's fuel injected outboard engines fitted with the Ficht technology. Ficht is a method of fuel injection developed in Germany. It uses electrically driven injectors that introduces the fuel into the combustion chamber at high pressure.
I recently received some factory training on the Ficht engines. I was given a lot of systems information and some hands on in a test tank setting. Unfortunately I don't have any boating experience with the engine. I thought I would pass along some bits that might be of interest.
Along with fuel injection there are a lot of other new features with this product line. Even though the technology is a lot more complicated than before in a lot of ways this engine is simplified. Tune ups are a snap. The Electronic Control Unit (ECU) keeps the engine running like it should, monitors engine conditions and reports troubles with one small gauge and a horn (I still recommend that you listen to the engine, learn how it sounds and feels when running right and use your instincts to protect the thing). Starting and warmup are controlled by the ECU. The system was designed so all you need to do is turn the key and work the throttle.
The ECU manages engine performance in one of two different modes of operation. The mode used is dependent on engine throttle setting. Below 15% throttle the engine is in the stratified mode. Above 15 % it runs in a homogeneous mode (click here for a pictorial description of the two modes).
Another key feature of this engine is the multi strike ignition. The ignition system no longer produces just one spark per cycle of operation. In the stratified mode of operation it produces up to 15 sparks. This all happens so fast that to the naked eye you don't see 15 separate sparks. Instead you see on big fat spark for a long duration. It looks like something that could drop a small elephant. In the homogeneous mode only three or four sparks are used. This ignition setup helps to completely burn the fuel in the combustion chamber.
The Electronic Control Unit runs the show. It receives input from various sensors and determines engine timing, spark duration and injector operation. It controls oiling and during break in it provides for extra oiling. It contains an idle governor to ensure a consistent idle speed. It stores service codes to aid in trouble shooting and records engine hours and an rpm profile. It monitors several engine operational sensors and reports anything it finds wrong. It even monitors itself and reports any one of several problems.
One thing told to me was that OMC engineers wanted to be sure the ECU would hold up. One of the tests they performed was applying voltages beyond what the engine would normally produce to the various connector pins. The unit held up to whatever it was given. So far they haven't had an ECU failure (one of the students at the course reported he had seen one failure - he was unable to confirm this). So far it appears to be a sound component.
The electrical system is protected by fuses and relays. All the fuses are 10 amp blade style and easily accessed and changed. And for all you OMC relay fans - they have researched the market and started using the toughest relays they could find (at last, at last). The relays are made by Potter and Brunfield (I think I have the correct spelling) and have been used on stern drive products for years. Reportedly they don't fail out like the past several brands OMC has tried. These same relays are used for the Ficht's tilt and trim. If you have one of these engines it would be a good idea to keep some spare 10 amp fuses on hand.
The oiling system is monitored for oil pressure and current continuity. If there is a problem a warning horn sounds, a gauge lights up a no oil warning and the engine goes into SLOW mode (1800 rpm limp home mode). If this happens, unlike carbureted models, dumping oil into the gas will do you no good. Since the fuel is directly injected it no longer passes over the crankshaft bearing surfaces and they will not be protected. If you find yourself in this situation and you have to get yourself home, it is recommended that you just idle in.
The engine does monitor itself for problems. The situations monitored include over heat, ECU over heat, operating voltage high or low (a 26 volt circuit used to operate the injectors and ignition system), battery voltage high or low, over revving, oil pressure, oil injector continuity, water in fuel, sensor malfunction and MAP program verification failure (click here for a quick explanation of MAP). Out of all these situations none will cause the ECU to shut off the engine. For almost any failure that could occur with the Ficht technology it will still run although you might not have full throttle.
The ECU provides for a governed idle. During warm up the engine will start out at 850 rpm and taper down to 650. At that point it will stay at 650 plus or minus 50. Put it in gear it runs at 650. Put it back in neutral it runs at 650. Break a spark plug it does 650.
At one point in the training several of us were running an engine and we were suppose to mess things up and then retrieve the service codes from the ECU. One guy pulled the wiring to three of the injectors. On three cylinders the engine idled at 650.
The throttle response was impressive. The engines I ran were in a test tank with a test wheel for a load (artificially simulates the load from a boat) so I didn't have actual conditions to judge this on. I do run a lot of engines in test tanks and I definitely noticed a difference with the Ficht. The engine mentioned above with three cylinders off line - it did 3000 rpm.
One of the best benefits of the Ficht engine is the fuel savings. It is common knowledge that fuel injection beats carbs hands down in this area. OMC publicly boasts of a 35% savings in fuel versus their equivalent carburetor model engine. Some of the OMC reps I've talked to have said that is a bit of a conservative figure.
The actual gas savings is somewhat dependent on how the engine is run. You will find the biggest gas savings occurs at idle up to around 1800 while in the stratified mode. In the homogeneous mode fuel economy falls off a bit and at wide open throttle the economy is only slightly better than a carb engine.
OMC sales held a demonstration a while back to show the fuel savings with the Ficht engine. At a Southern Florida boat show they gave away two day fishing vacations. Two Duskys and two Hydro Sports were set up with two Fichts and two carb engines. The winners were loaded up and taken on a run down the Keys and back. This was all shown live by remote camera at the OMC boat show booth (I was told this was directly across from the Mercury booth - they protested that the traffic was blocking their booth). I got to watch a video of all this and throughout the show the fuel consumption of the four boats was recorded and shown. Over the period of the boat show the average savings with Ficht was 35%. From the numbers I saw (the video didn't cover all the trips given) I feel a more accurate figure would be 30%. Again, it depends on how you run your boat, some will do better, some will not.
Another plus for the Ficht is in oil savings. OMC reports a 50% savings and this looks to be accurate. The reasons for the savings are quite evident. With other engine designs (carbureted or non-direct injected) the oil is mixed with the gas. This mixture is passed over the bearings and other surfaces that need the oil. While this does deposit oil on the metal the gas somewhat has the effect of trying to wash it back off. Some of the oil is passed to the combustion chamber and burned. It is a workable system but not as efficient.
Ficht injects oil directly into the engine without mixing. The oil that makes it into the engine gets used more efficiently so less is needed. The ECU also controls the amount of oil injected, dependent on engine speed and throttle position.
The oiling system contains a diaphragm pump to move the oil from the reserve tank to the engine. The oil is introduced into the engine by a modified Ficht injector at up to 40 psi. The system is monitored by a pressure sensor to warn of malfunction. The injector is also electronically monitored for operation. If anything shows wrong the operator is warned and the engine goes into a protected mode of operation.
A bit of oil is injected into the fuel system. This is at a ratio of 200 to 1. The purpose for this is to help keep the injectors clean. The tips of the injectors are in the combustion chamber and are subject to combustion deposits. The oil in the fuel coats the tips and helps to keep the deposits from sticking.
One of the things I was most impressed with was the quality control being put into this product line. There have been several changes in the way the engine is put together. What was shown to me looked like some great ideas.
Normally an engine is built on an assembly line. This means that around 26 people are involved in making one engine. With the Ficht engine that number was lowered to 7 people. The power head, instead of being built by several, is now built by one person. Makes that person responsible for the whole thing. I seriously feel this will make for a better product. The builder also has a computer station at his work bench. On it is stored every step in building the product, all the specifications, values, etc. The information can be called up if necessary. After seeing the training requirements the workers must meet I doubt the computer is needed that often.
After the engine is assembled and checked the thing is bolted onto a boat and run in a lake for 60 to 90 minutes (Note: a check of '98 engines received at the dealership show the factory running time to be 30 to 45 minutes). This is done with every engine. The goal being pushed for is 100% no failures. The latest figure I heard (reported October ‘97) was that they were around 91 - 95%. The problems they experienced were random parts failure or from production, there were no recurring parts failures and no recurring Ficht technology failures.
I was told that OMC's plan was to continue this testing until a 100% no failure rate was achieved for so many days (number of days not specified) and then they would continue testing but with every other engine. When they held 100% for X days at this level they would continue testing every fourth engine. If at any level the failure rate went up the testing would revert back to the previous pattern (i.e. from every fourth engine to every second).
I have an opinion as to why OMC is doing all this quality control and testing. Mind that these are just my opinions.
First off, OMC wants to be top dog in the outboard marine market. There is a lot of profit to be had there. Lets face it, making dollars is part of the game. There is also the point of personal pride. OMC was number one a short while back but they have slipped. I seriously believe they want to get back to that spot. This is just as important as the dollars, maybe even more. There will be a lot of people that say money is the only reason but usually you will find that those people are either greedy in nature or distrustful of everything (people who see the FBI hiding behind every bush). Personal accomplishment has done the most to advance mankind.
This is also a future survival point for OMC. It won't be long before the two cycle carbureted engine is history. In about seven years from now all outboards will either be 4 stroke or fuel injected. What is done here and now, by OMC or anyone else, will determine who is around to sell you an engine in a couple of years.
Another reason for all this is that the EPA (almost sounds like the FBI) is riding shotgun. The pollution situation is not getting better, it needs to be gotten under control for all the basic reasons. The EPA is about to be as tough on the marine industry as it is with the automotive industry. They have mandated a 75% reduction in emissions by 2007 from what they were in 1991 (Ficht already exceeds this requirement!). They hold the right to random inspections with a one hour notice. In the near future (I think in 1999) they will implement a 25 Failure Report rule - if any one particular part has 25 failures (i.e. 25 ignition modules for a Ficht 115 hp) they step into action (applies to emissions related parts). If something goes wrong they can scold a corporation like a misbehaving puppy and tell it to go sit in the corner. As the years go by I'm certain they will get tougher. I honestly feel that OMC (as well as the other manufacturers) wants to meet this situation and not have any problems with it.
The spark plugs for the Ficht engine are Champion Premium Gold 2412. These are available at OMC dealers. I've also hears several reports that this plug is carried at auto supply houses. The Ficht engines are showing to be a bit sensitive to spark plug gap. Specs call for the gap to be .027 to .033. If the gap is too wide the engine performance suffers. Setting the plugs to .028 reportedly gives optimum plug life with good engine operation. Occationally check the plug gap.
Be sure you have a Systems Check gauge and that it is working (it self checks when you turn the key on). If you never got one go back to the place you got the boat and tell them (owners manual states that it is the responsibility of the boat manufacturer or selling dealer to provide one). If necessary buy one and have it installed. If you suffer a power head failure resulting from a condition that is protected by the Systems Check gauge and you do not have the gauge, the warranty is void. You must have the gauge. If it is broken, get it fixed.
Be sure that you have a big enough battery. Some of the engine components run on 26 volts. This voltage is provided by the alternator (alternator also has a separate 12 volt section). When the engine is being started it uses the battery in place of the 26 volt alternator. If the battery is too small you might have problems. The minimum battery requirement is a group 29 battery with 675 cold cranking amps (750 CCA if temperature is lower than 32 degrees F). A battery a bit bigger won't hurt. Be sure it isn't smaller
Previously I reported that our shop has had problems in locating a group 29 battery. We substituted a group 27 with an 800 CCA rating and haven't seen any problems so far. This is still true although I would recommend that you go with the bigger battery. Using a group 31 battery would be a much better idea, it has more reserve capacity than the group 27. A group 31 should be available most everywhere.
The ECU has a "keep alive" circuit - it has a connection directly to the battery voltage. If you aren't going to use the boat for 30 days or so you need to disconnect the battery from the engine to keep from running it down. A strong recommendation is that you have a battery selector switch installed, dual battery switch if you have two or more, an on / off if you are using one.
If you use a hot foot you need to use a special type. Because the engine speed is controlled by an electrical device, the throttle position sensor, you need to have positive stops on the hot foot for both wide open and idle. Without the stops you could move the TPS farther than it suppose to move (farther than the ECU expects it to move). If the TPS faults the engine will not go above idle speed. T&H Marine Products hot foots are now equipped with both the necessary stops (if you have an older T&H product, have your dealer contact them for a kit to update yours). Be sure your throttle cable is in good shape and properly routed.
One of the better things you can have to protect the engine is a spin on fuel filter / water separator. There is one on the engine (DON'T replace it with anything other than a stock filter) but having another before the engine will be cheap insurance against problems. If you pick up a bit of water from the service station this filter will help keep it out of the engine. The engine mounted filter will trap water and tell you to have the engine check. The outside filter will trap the water and let you keep on boating.
OMC recommends that you use two additives with you fuel. One is Carbon Guard. This is a detergent that helps to prevent deposits in the combustion chamber. Carbon Guard in addition to the detergents in gasoline will give you extra protection. The other additive is OMC Fuel Cleaner. This is to help keep the injectors clean. Both products should be available from an OMC dealer.
READ THE OWNERS MANUAL!!!!! Reading this manual was part of the training course. It is the first time I've ever read one (and I feel bad for having preached to customers for years that they need to read it). The thing is loaded with information. Subjects include warning signals and what to do about them, break in procedure, fuse panel layout, off season storage, pre-season setup, and a maintenance procedure.
The reported problems with this engine are few. The biggest situation right now appears to be spark plug erosion. It seems the ignition is a bit much for the plugs that have been available. OMC has made several plug changes, the latest of which has just happened (I believe this is part of the reason for the hold up on the ‘97 update kits). There have been some engine failures but no consistent parts failures. So far there has been no major repeated failures of the Ficht technology. Most engine failures have been reported as "application specific". This basically means the engine was hammered into an early grave.
Some time ago I was informed that flats boats were having a mid range acceleration problem. This was due to the MAP program. A MAP update is available for this.
I've been keeping in touch with several Ficht owners and with two other dealerships. Over the past five months the only consistent report of problems I've gotten is with injectors (four problems reported out of an unknown number of engines, 50+. Two were leaky, one completely failed and one was operating intermittently). The problems appear to be random enough to not be considered a problem with the Ficht technology.
I heard this report from an OMC sales rep (he also has worked for Mercury, said he liked both engines). He got a chance to run the Ficht 150 against Mercury's DFI (OMC had bought one from a Merc dealer). He honestly said the DFI was a good engine. Comparing the two, the Ficht had a lot better hole shot and it did better than the DFI in acceleration. On top end the DFI beat the Ficht by one half mile per hour. Top end speed was measured by a GPS unit. He did comment that the DFI was big and it was noisy.
I have heard a few questions being asked about the update kits for the '97 Ficht engines. They have started to ship them (mid November ‘97) though it might be in limited quantities at this time. These kits will provide new spark plugs, an updated oil lift pump, changes the routing of the 200 to 1 oil line from the fuel pump to the vapor separator, updates the engine temperature monitoring and updates the MAP program.
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