One fortunate consequence of economically difficult times is that the whole of industrial and commercial life must be geared towards the utmost rationality. The practical result of this for the individual is the production and continuous development of industrial goods that offer the highest possible cost-effectiveness.
When one considers the extent to which small boat engines have now become commonplace amongst all those circles that have anything to do with the water, and when one further asks whether, from an economic point of view, the operation of numerous such engines is to be commended, one must inevitably conclude that, with minimal capital and operating costs, a level of performance is achieved that cannot be dispensed with, even in times of the most favourable economic conditions.
The ‘Pirat’ engine, to which these lines refer, is, in its present form, the result of the carefully considered further development of the very first engine of its kind ever introduced in Germany – the Swedish-designed ‘Archimedes’ – and it is fair to say that the ‘Pirat’ engine from Hanson & Co., Komm.-Ges., Lübeck, combines all the best features previously achieved in small engines. Its clear design, ease of use, high reliability and performance have earned the Pirat engine a worldwide reputation.
The Pirat engine is manufactured in several different variants, with power outputs of 2.5, 5 and 6 PS, available in both outboard and inboard versions. They are all two-stroke engines of the cost-effective design featuring counter-rotating cylinders. The two cylinders act directly on the vertically mounted crankshaft. This rotates at approximately 1,200 revolutions per minute, but this speed is reduced within the propeller housing to approximately 800 revolutions. Above the crankcase is the flywheel, fitted with a built-in Bosch flywheel magnet with early and late ignition settings. The magnet is sealed to protect it from moisture. A brief turn of the flywheel causes the engine to start up without a hitch.
Of particular note is the method of exhaust gas discharge, which is often a source of concern with engines of this type. Immediately behind the silencer, the exhaust gases are mixed with the cylinder’s cooling water and condensed within it, so that they are discharged into the open air without soiling the boat’s hull. Both steering and reversing the boat are achieved in a simple manner: the engine is mounted so that it can rotate around its axis, allowing the helmsman to use the tiller to change the direction of the propeller’s thrust in any direction, including reverse.
For the sake of efficient production, the various inboard engine types are, of course, designed to the same engine dimensions as the outboard engines. As can be seen from the illustrations, they are available with reverse gear, a rotary-blade propeller, a rear-mounted start-up mechanism and automatic steering, to suit a wide variety of purposes. This versatility makes them suitable as small engines for all kinds of watercraft.
The 2½ PS engine with a rotary-blade propeller is likely to prove particularly useful as an auxiliary engine in dinghy cruisers and small keel yachts; in its more powerful version, it is also suitable for larger sailing yachts. Fitted with a reversing gearbox, a reverse-mounted starter mechanism and an automatic control system, it serves as a reliable and economical power source for small motorboats, motor canoes and the like. The compact integration of the engine with the reversing gearbox and the enclosed, low-profile design of the entire unit allow for installation even in the most confined spaces.
To ensure the engine has a long service life even when operating in seawater, all underwater components in both the outboard and inboard engine versions are made of seawater-resistant copper, bronze or brass. It is also worth noting that all parts subject to natural wear and tear can be easily replaced.
Pirate engines also comply with the new industrial principle – efficiency through high-quality work in mass production – in that the relevant parts for the various models are standardised and manufactured in series. This also meets the vital requirement for the safe and straightforward replacement of spare parts purchased at a later date.
| Outboard | 2.5 | 1250 | 780 | 31 kg | 0.85 kg |
| Outboard | 5 | 1150 | 750 | 41 kg | 1.6 kg |
| Outboard | 6 | 1200 | 880 | 65 kg | – |
| Installation | 2.5 | 1250 | 700 | 37 kg | 0.85 kg |
| Installation | 5 | 1500 | 850 | 57 kg | 1.6 kg |
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Two-stroke engines from a hundred years ago – is that still of any interest today? Please feel free to leave a comment here.