Bombardier Motor Corporation of America

Brp US Inc.

Todd D Craft

Roger Raetzman

Peter E Lucier

Erick Lee Gruber

Gregory J Binversie

Mark C Noble

Patrick C Tetzlaff

Kenneth J Chung

Justin Johnson

Paul Westhoff, Jr

Paul Tat-Keung Ng

Phillip J Bylsma

Tony Urbanik

Joseph Anton Pecina

Claude Trahan

Karl J Grajkowski

Nicholas Crate

A marine engine assembly has a housing including an outer housing having a front wall, an inner housing disposed in the outer housing and being connected to the outer housing by at least one housing fastener disposed at at least one first position, a cover removably connected to the outer housing, and a gearcase connected to a lower portion of the outer housing. An internal combustion engine has a front face connected to and supported by the inner housing by at least one engine fastener disposed at at least one second position being different from the at least one first position, and a crankshaft defining a crankshaft axis intersecting the front wall of the outer housing. The inner housing is disposed at least in part between the front face of the internal combustion engine and the front wall of the outer housing.

Marine engine assembly

An internal combustion engine has at least two exhaust ports and a valve assembly. The valve assembly has first and second connectors, first and second actuator pistons connected to their corresponding connectors, the first and second actuator pistons being disposed in first and second chambers respectively, and first and second valves connected to their corresponding connectors. The first connector, actuator piston and valve are movable together between first and second positions. The second connector, actuator piston, and valve are movable together between first and second positions. A first fluid line supplies hydraulic fluid in the first and second chambers on a first side of the first and second actuator pistons. A second fluid line supplies hydraulic fluid in the first and second chambers on a second side of the first and second actuator pistons. At least one fluid pump supplies hydraulic fluid to the first and second fluid lines.

Hydraulically actuated valve assembly for an engine

A marine outboard motor comprises first and second cylinder blocks connected to a crankcase having a crankshaft. Each cylinder block contains a cylinder having a cylinder central axis, and a piston reciprocally mounted within the cylinder. First and second planes are defined by the first and second cylinder central axis and the crankshaft axis. The first and second planes are at a first angle less than 120 degrees. The exhaust manifold is at least in part within a valley formed between the first and second cylinder blocks. A configuration with a third cylinder block opposite to the first and second cylinder blocks is also described. A third plane is defined by a third cylinder central axis and the crankshaft axis. The third plane is at a second angle to the first plane and at a third angle to the second plane. The second and third angle can be equal.

Marine outboard motor

A drive unit has an engine, an operatively connected driveshaft, a transmission, and a propeller shaft connected to a rotor outside a gear case. A plate, extending above the rotor, is adapted to slidingly receive along a joint axis, an accessory having an accessory joint element which is one of a channel and a protrusion. Extending parallel to the joint axis along a plate joint surface, which is one of a first surface facing away from the rotor and a second surface facing toward the rotor, is a plate joint element, which is the other of the channel and the protrusion, adapted to slidingly interlock with the accessory joint element to thereby prevent displacement thereof in a first direction parallel to the plate joint surface and perpendicular to the joint axis, and in a second direction normal to the plate joint surface. An accessory attachment method is also disclosed.

Accessory attachment system for a marine outboard engine

A direct fuel injection internal combustion engine configured to reduce engine knock during high speed operation of the engine is provided. The engine comprises a cylinder head including a lower surface portion closing an upper end of a cylinder to define a combustion chamber between a piston upper surface and the cylinder head lower surface portion. The lower surface portion has therein an upwardly extending recess. The recess has a lower end which is complementary with the piston surface and an upper end. The lower end of said recess has an area in a plane perpendicular to a longitudinal axis of the cylinder and that area comprises a range from more than 20% to about 65% of the cross-sectional area of the cylinder.

Fuel-injected internal combustion engine with reduced squish factor

A system and method for facilitating cold starting of a direct injected, two-stroke engine. The engine utilizes a fuel injection system that is controlled to inject a fuel into a combustion chamber just before the piston reaches top dead center, at least during cold starting. This permits better atomization of a variety of fuels to promote dependable cold starting of the engine even when combusting a fuel type such as kerosene.

Cold start strategy for direct injected engines

Fuel injected internal combustion engine with reduced squish factor

A piston for a two-stroke direct fuel injection internal combustion engine coupled to drive a marine propulsion unit is provided. The piston has a generally cylindrical body with one or more grooves formed therein. Each groove defines an opening to receive a respective piston ring. A thermal-protection coating is applied by anodizing the interior of the grooves. The respective region of the piston cylindrical body surrounding the respective groove openings is free of the coating.

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Pleasant Prairie, WI, United States of America

Todd D Craft