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There’s a new predator in Miami!

No Miami International Boat Show would be complete without something up my sleeve. This time, it’s the “younger brother” to Mercury Racing’s 1350 engine. (I just could not call this tough fella “little brother.”)

Mercury Racing's new 1100 twin turbo V-8 hammers with 1100 lb-ft of torque on 89 octane, mid-grade pump gasoline.

Ta dah!: Our 1,100 horsepower, twin turbo V-8 is here! Like the big guy, it’s a 9 liter, all aluminum, close cooled, quad-cam, four-valve engine. It begins production in April.

The 1100′s benefits are pretty straight forward: Compared to our 1075 SCi, it has a little more power and a lot more torque; compared to our 1350, it has a little less of each.  However, our new 1100 has over 1,100 lb-ft of torque on tap – in a wide RPM band all the way from 2,500 to 5,250! That’s more torque than our 1200 SCi engine! It delivers 1,100 horsepower at 6,500 RPM (red line). It requires less gasoline – less of it and lesser octane: It takes 89 (R+M)/2, mid-grade pump gas (the 1350 takes 91; the 1200 SCi takes 110 race gas!). The 1100 complies with EPA and CARB exhaust gas emissions limits. Maintenance requirements are less frequent, too. This is ideal power for offshore vees and cats.

Even with all its technology, our 1100 is offered at a price favorably comparable to Mercury Racing’s 1075 SCi. As good as our 1075 SCi is, it is out-performed in every metric by our newer technology. Therefore, the 1075 is discontinued. So too, is our 1200/1025 SCi dual fuel engine. Of course, refresh and service parts will continue for our SCi platform. Also, our 850 SCi through 525 EFI will remain in Mercury Racing’s product line.

The technical look of cool stuff! Kind of resembles a predator, but it's surely not invisible like the one in Arnie's old movie!

Style of the 1350 is optional - if your choice of appearance is style over technology and you're willing to spend a little to get the look.

Here are the 1100′s obvious physical changes from our 1350: A single throttle body, and an adjacent idle balance tube, replace the dual throttle bodies of a 1350. Foam air intake filters are standard. There is no front regulator cover. A carbon fiber top cover remains to help protect the electronics; however, the fuel regulator, throttle body, idle balance tube and intake runners are all in full view. This is the technical look of an unrepentant predator. If your taste runs toward the 1350′s style rather than techno-nudity, we offer an optional, carbon fiber dress kit accessory that includes a front cover plus port & starboard intake bullets. Among several less visible changes, the calibration is new (due to configuration differences) but function is very similar. It shifts just as sweetly and throttles just as effortlessly as our 1350.

Who knows what evil lurks under the hatch of this new Nor-Tech cat? If you're at the Miami International Boat Show, you do!

Fortunately, it carries many similarities to its impressive, bigger sibling: The 1100 has an integrated, water-cooled, twin turbo exhaust system. It has digitally modulated boost control for big fat monster torque. It’s drive-by-wire. Multiple engines automatically synchronize RPM. Two levers control two, three or even four engines with “Shadow Mode” technology.  The 1100 has exactly the same electronically shifted transmission as the 1350. We offer many striking color options. Same as our 1350, the 1100 has a one year, limited warranty in recreational use.

The 1100 package uses our NXT1 Super Speed Master drive or M8, depending on the application.

The 1100 package comes standard with an NXT1 SSM sterndrive for 1.15 through 1.4 ratios (for light and very fast boats). The M8 sterndrive is optional with similar ratios for boats where the M8′s higher prop shaft location is preferred. Our M8 sterndrive is required with bigger gear reductions: specifically, 1.53 or 1.69 ratios (for more richly appointed, but still fast boats).

Suggested retail price is $172,700 for an 1100 and NXT1 SSM package.
Suggested retail price is $183,690 for an 1100 and M8 package.
Suggested retail is $4,995 for carbon (port and starboard intakes plus front cover).

As these things go, our new 1100 package is a lot of bang for the buck: Plenty of power and oodles of torque; it is fast and strong. Major technology is merged with megawatts of style. On mid-grade gas and with a one year limited warranty, it goes far and long. Lots to love, my brother-in-speed! Lots to love.

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10 Responses to “There’s a new predator in Miami!”

  1. William Bikash says:

    I see where you are quoting over 1100lb-ft of torque @ 2500 to 5250 rpm from the new 1100 hp engine and about 1370 lb-ft from the 1350hp at up to 5250 rpm . Since torque and horsepower are the same at 5252 rpm you are telling these engines produce their rated HP (and slightly more) as low as 5250 rpm. So these engines have to be capable of producing way MORE HP on their way to 6500rpm. I am assuming you are electronically lowering boost pressure above 5250 rpm to keep the HP to the max that you want at this time. I am also assuming that these large OHC engines are comfortable up to 6500 rpm with lower boost pressure and lower octane requirements because you are dialing back the boost. What is going to be produced when you use race fuel and up the boost pressure above 5250 rpm. It seems 1600-1700HP+ would be very possible. Just my observation. Thanks, Bill

    • Fred Kiekhaefer says:

      Bill, these engines continuously monitor their internal plenum pressure (among other variables, like RPM, atmospheric temperature and barometric pressure) and adjust. That’s how they generate Big Fat Monster Torque while operating on pump gas.

      http://www.mercuryracing.com/blog/big-fat-monster-torque/

      Our goal was to increase the friendliness of Mercury Racing’s high performance marine engines for recreational boaters — that means longer life, longer warranty, less maintenance, good manners and big power on readily available gas. “Dialing back the boost” is one way to look at it, but “managing the boost for our goals” is how we look at it. At some time, we may change our goal and add a racing model; if so, we’ll reassess our boost strategy.

  2. Can’t wait to see one in the boat shop. The whole twin turbo things is a phenomenal engineering feat. Hopefully will see one in the next couple of months!

  3. Glenn Crouchet says:

    I see the 1100 has been installed and tested in the 42X Cigarette Ducati addition. Is there any test sheets with speeds, RPM, fuel burn, etc on this boat? If so I would love to see them. I think the 1100 is the perfect low mantiance power house I want to own. I am looking to order a 42X with these engines and I want to see the test facts, thanks. GLENN

    • Fred Kiekhaefer says:

      Thanks, Glenn. I know specifications and amenities (and weights) can vary widely on any custom boat. So, this is a question for you to ask Cigarette after you sort out your options. We don’t share customer data without permission, as a matter of policy.

      I would be pleased to have you join our special owners. I agree the 1100 is a great package, especially with the 89 octane capability.

  4. Glenn Crouchet says:

    Can you tell me why Mercury would build a new drive for each 1100 & 1350 when they are the same motors only with different settings / parts? Surely you must know people that buy the 1100 someday will want to bump it up to the 1350 when it comes time to freshen the motors. Why have different drives? I had a Scarab Thunder 525′s with #5 drives. That was over kill for factory but gave me unlimited upgrades in adding more HP. Also how does the 1100 & 1350 going to handle the Ethanol fuel that is being added? Thanks, GLENN

    • Glenn Crouchet says:

      SORRY After reading more I found the M8 drive has an upgrade option for the 1100HP. I think that would be the better choice for the rated torque.

    • Fred Kiekhaefer says:

      One can choose an M8 with the 1100. No problem. However we make the 1100 available with the NXT SSM for lighter boats (at or below 1.4 reduction) because:
      1) some prefer the smaller diameter of that gearcase and
      2) we can price it lower — in line with the old 1075SCi package.

      As for ethanol, both 1100 and 1350 engines will handle E10, provided their octane requirement is met (89 and 92 respectively). However, boat fuel systems can have a problem with water absorption into the fuel. Ethanol loves to absorb water forming a miserable sludge in the gas tanks that won’t pass through fuel lines. Fuel filters are not just a good idea, they’re mandatory for anyone running ethanol blends. In no circumstance should any marine engine use gasoline with more than 10% ethanol. Our testing has shown serious problems at 15% ethanol. Personally, I go out of my way to buy fuel without any ethanol.

  5. Glenn Crouchet says:

    Maybe this is over the wall but it also may have a lot of thinging. Is there anything in the works in the near future that these engines will have the option to run on natural gas? Or is there not enough so called octane in it? It would surely be an incredible increase in fuel efficiency. Sorry if this is a crazy question or thought.

    • Fred Kiekhaefer says:

      Glenn, we never discuss future product plans. That said, your idea is not crazy at all. Its limitation is the availability of natural gas in the boating environment.

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