FEEL THE POWER
MERCURY’S 600 HP V-12 VERADO OUTBOARD
Marine propulsion reimagined.
Mercury Marine’s 600 hp V-12 Verado represents a new paradigm in marine propulsion. It’s a collection of integrated systems: swiveling propulsor, two-speed transmission, contra-rotating propsets, electrohydraulic steering, 7.6-liter naturally aspirated internal combustion engine, and management and control functions. And it is integral to propelling the large, fast boats designed to use it. This horse definitely pulls the cart.
SEA TRIALS
To test the V-12 Verado, I ran Formula’s 21-ton 500 SSC, powered by four V-12 Verados, from Marathon, Florida, to Miami with race champ Vic Spellberg and his wife, Arlene, a trip of about 120 miles. I also spent a day aboard a fleet of V-12-powered test boats with Mercury Marine engineers at the fabled Lake X test facility in central Florida. What I have to share about Mercury’s behemoth is based on these experiences.
First, the V-12 proves deadquiet. My db(A) meter read less than 60 at idle and less than 80 at cruising speed. But forget meters; if you run boats, you will be struck by the quietness of the V-12 Verado. Mercury achieved this via its noise vibration harshness (NVH) program, in which lab and fieldwork constantly reduce sound by eliminating a host of noise sources while also improving the quality of the sound that remains. A concrete example is the V-12 has no telltale—it does not “pee,” which makes noise at idle, especially when multiplied by three or four. Built-in protections, not eyeballs, prevent overheat damage. Boatbuilders will need to work on quieting generators and other noise sources not historically audible over the engines. We can hear that stuff now.
You’ve probably heard about the steering. The powerheads— the engines themselves—do not turn. These retain trim and tilt, but steering is accomplished via swiveling gear cases. Cool! Why? Keeping Verado’s 27-inch on-center mounting is one reason. Control is another.
The powerheads can only turn 30 degrees before they’d hit each other when turned in opposite directions, as happens during joystick operation. But the slim gear cases can turn 45 degrees in opposition without striking. This delivers demonstrably more control over a big boat in close quarters.
I got to experience this firsthand. Arriving in Miami at the
helm of the Formula, we had to wait an hour for our slip. We were in Government Cut, a major inlet. I engaged Sky Hook, and the system held us in place, pointing at the marina for more than an hour despite the moon current, and the chop and bobble from Sunday boat and ship traffic. Truly impressive.
I applauded the transmission—built for Mercury by ZF Marine—during this. Typically during station-holding, outboards make some clatter and clunking as the engines constantly and alternately shift gears. Yet the V-12s proved smooth and quiet.
That transmission, in combination with the increased blade area of the contrarotating propsets, allows these engines to not just merely push big boats onto plane, but also rocket to speed with guttural alacrity. Upshifting from first gear to second cannot be heard or felt, though there is a smooth, subtle lurch during downshift when you decelerate or if you hammer the throttle from moderate planing speeds. To account for varying loads, shifting is keyed to the most heavily loaded engine (center) and staggered so the V-12s don’t shift at exactly the same time. Technology!
Fuel economy? At 4,500 rpm, the heavily laden Formula made 47.9 mph, burning 96.7 gph for 0.5 mpg and a 322-mile range. Wideopen throttle (WOT) delivered 6,270 rpm, 65 mph, 204 gph and 0.3 mpg—all great numbers for a 50-foot planing boat.
To compare, look at Boston Whaler’s 420 Outrage with quad Verado 400s. It makes
35 mph at 4,500 rpm, burning 54 gph for 0.64 mpg. With triple 600 hp V-12 Verados, the numbers are 36 mph at 4,000 rpm, burning 60 gph for 0.61 mpg. Bump the rpm of the V-12s to 4,500, and economy rises to 0.7 mpg. At WOT, the quad 400s drive the 420 Outrage to 54 mph, while the triple V-12s propel it to 63.7.
CONVENIENT LUXURY
Removing the large cowlings likely requires hauling the boat. But Mercury incorporated a hood in the top cowl that allows checking and changing engine oil, plus transmission and gear-case lubrication, and the oil filter. Mercury also extended the service intervals to 200 and 1,000 hours. The 200-hour service can be done through the hood, meaning the top cowl needn’t be removed for 1,000 hours, or five years.
Other convenience features include upgraded control boxes, with buttons for sync and other functions now on the side rather than the top for easier access. (Plus, a control box with a video screen on top is available.) There’s onetouch starting of all engines, and one-touch trim and tilt,
and I liked the new individual trim switches on the boxes in front. Neat LED in-gear indicators glow on the levers. More LEDs indicate rudder position of the gear cases. The Joystick Piloting integration with autopilot proved even more intuitive than before. All of this helps make the V-12 Verado a luxury product that delivers a high level of owner
friendliness and convenience.
Underway or at idle, Mercury’s V-12 Verado delivers a feeling of authority at the helm that other outboards have yet to match when powering large boats. I predict this gamechanging motor will drive the design and construction of even larger craft. A 70-foot bowrider? An 80-foot CC? These are coming, and you’ll read it here.