Top 20 outboard motors

The motor is expensive - many will prefer the “Japanese” for the same money to the more powerful “Chinese,” since their choice in stores is already very large. However, NS Marine also has serious arguments “for”: first of all, this is the general quality of workmanship, and especially anti-corrosion protection. If you go out only to fresh water, it is not so important, but if the motor is put on the boat for short-term exits to the sea ...

The working volume here is 75 "cubes", which give 3.5 horsepower. The motor, as befits a two-stroke small cubature, when working, is typically “itchy” by a mosquito tone, although a water jacket reduces overall noise. At the same time, the dimension of the cylinder is almost “square”, so the engine does not suffer from the need for high idle or total absence of “bottoms”.

It is worth noting that the propeller here is made of plastic, and not of metal - you should not drive mindlessly through shallow water, especially since it is not difficult to lift the "leg".

The compact HDX T 2.6 CBMS engine is unpretentious and easy to maintain. The motor has a small weight and is easy to carry from place to place. The HDX model is equipped with a reliable three-bladed aluminum screw, the speed of the boat with this engine comes to 9 km / h. Fuel consumption does not exceed 1.3 liters per hour. The lubrication of the rubbing parts in the engine is combined (a mixture of oil and gasoline), the exhaust gases are removed through a screw. There is no reverse in the mechanism, the boat is reversed by a 180-degree turn. Assembling the model is made in China.

The classic representative of modern low-toothed outboard motors is, in essence, a “retraining” benzocos. The engine used here is a three-stroke two-stroke crank with a vertical crankshaft, having a working volume of 62 “cubes” and, as befits such motors, spins up to its seven thousand revolutions with a loud crack. And, whatever one may say, for a small amount, it allows us not to paddle with oars, but to move under our own power, even causing the thought that the screw could have made a step more - there should be enough power.

But let's be frank - it is difficult to call the equipment of this class and price complete. Rather, it is a designer for a handy owner who agrees to exchange money saving for some time spent and some amount of work with these same hands. The transom attachment needs to be unequivocal: most of all are complaints about its weakness. The lifting mechanism is also frankly unsuccessful. Well, and bring the muffler into the water is not difficult and useful - the engine will be much quieter.

Stop, maybe then it was not worth it and generally include such a technique in the rating of the best boat engines? However, such “benzovasel” has its advantages.Let's start with air cooling - with it you can safely walk through silt, tine - there is no risk of overheating due to clogged channels, as happens on "water" engines. "Appetite" for the engine to match its working volume - it is not so much "eating" gasoline, as "sniffing". And finally, it weighs quite a bit - you can not only remove it and put it in the trunk, but at least bring it home on your shoulder. The contempt of the GIMS to the boats with such "tarahtelkami" write down in side bonuses.

As befits a “minicar”, this outboard motor pretty much resembles a lawnmower. What else do you want from the 52-cubic two-stroke, which has a declared power of 2.2 kW?

However, this is enough, if we are talking about the unhurried movement without the need to paddle with oars. Unlike the "younger" motor BM-110, which, thanks to forced air cooling, even more resembled a lawn mower, here is a "dropsy". And it was she who, alas, became a weak point of the “Patriot” - her efficiency was rather weak. But, given the low power of the engine, it will inevitably have to be turned to high revs. So it is worth moving with respites, not saving on engine oil (and adding it to gasoline costs more than what the instruction says - for thermally loaded two-stroke workers, this is not superfluous). And, most importantly, do not forget about cleaning the cooling intake - this is really important here!

Taking into account the low weight, transportation and installation of this motor will not cause difficulties, and even a child will cope with its launch.

Why, then, did HDX get second place, if its price is even lower than that of Toyama? The answer is simple: the manufacturer obviously did not take into account the fact that in Russia the budget “two-tactics” are used primarily by fishermen in large areas of the reservoirs, and equipped the voracious motor with a gas tank with a volume of only 1.5 liters. For a two-stroke engine, this is very small even with a small load; at full gas, one refueling may not be enough even to “one end”.

It is impossible not to blame the Chinese manufacturer for a dangerous simplification of the design: there is no emergency shutdown of the screw (at least a banal cut key), and by hooking a stone into the shallow water with a screw, you can lose the blade at best, at worst you can hear the death crunch of the gearbox with the outgrown tooth bevel gear.

Unlike the “seasoned” Yamaha, this model is “fresh” from their main Japanese competitor - it was introduced in 2017. However, this “freshness” is not always a plus. So, both the piston diameter and its stroke in the “Honda” engine, though a little, but less, and this gives us less pleasant reactions to the work of the gas in practice: Honda loves the increased speed more, and at low the loss in the load is felt. The built-in tank of the Honda engine is slightly larger (one and a half liters), but the fuel consumption is also comparable. Perhaps, what bribes is that here the six-volt line of 12 volts is “out of the box”, while at Yamaha this is an option that goes for an extra charge. However, the "electrified" Yamaha will still be cheaper.

But in the final arrangement of points we will vote not only with a wallet. In the pros of Yamaha and a much more developed dealer network - for example, the author can even buy a “Yamahovsky” motor from an official, even in his not large city, and if necessary, give it to the service at the salon, but for the “Honda” one will have to ride decently . And the question of convenience and accessibility is no less important than the price - and here, Honda has few arguments in its favor.

What is really good about the Mercury boat engine - it’s in motion in shallow water, when it has to be tilted to raise the screw: the efficiency of the screw drops a little, and the engine cooling does not suffer. The exhaust here goes not into the water through a screw, but directly into the atmosphere, therefore it is somewhat noisier than that of the “water” models.

As a result, if the TM5TS allowed, if necessary, to “light up” on a light boat, then the TM5FS is exclusively a “workhorse”, moreover, focused on near sailing: the 1.1-liter gas tank volume approaches the concept of indecent.

Now there are many Chinese-made goods on the boat motors market, and product quality is not always on par. HDX (or Hondex) is one of the few companies in China that produces reliable engines.

The installation of a four-stroke engine led to an increase in price compared to a two-stroke analog (T 5 BMS) by 7 thousand rubles, but this investment cannot be called unjustified: the outboard engine became noticeably quieter and more economical, although installing a larger engine in the same casing required the gas tank is even smaller: now its volume is only 1.3 liters. But a four-stroke 112cc engine with such a volume of fuel has a quite decent power reserve, and another plus in the form of more torque at low revs is equally important. To go at a low speed loaded boat is much easier, and accelerate if necessary - too. You can accelerate quite confidently to 20-25 km / h, which is not bad for a five-strong motor.

The motor itself, if necessary, will turn out to be no more difficult than the familiar OHV-motors of generators or cultivators, if you do not take into account water cooling. It is necessary to warn those who like to hunt from the water: HDX for this purpose is far from the best choice, since it is quite simple to score a water intake here, and on swampy waters of shallow depth a screw will actively lift the sludge. Much more this engine will suit the fishermen, going to clean water.

The simplicity of a two-stroke engine in this case does not mean a loss in a resource: it is not enough to save on oil in order not to know the problems with the 9.8-horsepower Tohatsu engine. At the same time, despite its simplicity (the absence of direct injection, power valves), it demonstrates its respectable economy: this is what attention to the geometry and quality of processing of the blow-down windows of the cylinder means.

Alas, everything has its price: someone would prefer to buy a cheaper motor (most likely, copied from the Chinese precisely from this), although with well-known investments for maintenance. But not to mention this almost perfect combination of simplicity and reliability, we could not.

Against the background of many good boat engines of this class, Mercury won first of all due to four cycles: after all, such units are acquired most often for long-term and frequent operation, and here the question of resource and efficiency comes first.The price of the engine is not so high - only two times more than the same power, but push-pull and especially Chinese units, and is comparable to the cost of the Japanese two-stroke.

The two Mercury cylinders together have a working volume of 209 cm3 and rotate a three-bladed square screw (9 inches in diameter and pitch) in dimension. A built-in gas tank of 12 liters provides a good power reserve, and a 6-amp generator will allow you to float in the dark.

The two-cylinder four-stroke will be an interesting option for purchase, especially with current prices, when even a two-stroke “Japanese” will often afford only hands on. In addition, in our country this outboard motor (assembled, naturally, at the Parsun plant) is not the first year known and proved to be very worthy. Of course, it is heavier than two-tactics of similar power, but this is not surprising - whatever one may say, the 4T motors are structurally more difficult. But he has a very good resource, with the exception of the inevitable percentage of the Chinese "random house", and the service is minimal - know from time to time to change the oil and candles.

Of the minuses, we note not always the successful adjustment of the carburetor from the factory - there may be problems with a cold start due to poor mixture or, on the contrary, an over-expenditure of fuel due to the rich. "Eats" it, by the way, usual 92nd gasoline without special fastidiousness to its quality.

Who would not like this motor for sure is for those who like to “chop up the system” by buying a motor with the expectation of its further boost while maintaining more profitable power on securities. The fact is that in the HDX four-stroke lineup, the 9.8-strong model is exactly “scented” from the factory compared to the previous ones, which have exactly the same engine working volume.

Specifically, this outboard motor originates as far back as the 90s and is traditionally based on the “Yamachow” motor (their two-tactlers are just as popular in China as the “Honda” four-tactics). Its power is limited to 9.9 hp, which clearly indicates the desire of the Chinese company to get into the most demanded segment of the market in Russia: the original gave more, and the copying is almost absolute.

For what we have to pay, saving money at the store checkout? As always with the Chinese technology - on the need for refinement. Specifically, it is worthwhile to immediately tune the carburetor (it is set to an enriched mixture to facilitate starting a non-rolled engine), otherwise starting hot will cause problems with starting, albeit minor ones: still, two-stroke players are very capricious about the intake and exhaust settings.

But for a sufficiently “handy” and limited owner, this motor will be an interesting option for purchase: the combination of “out of box” quality and price is interesting here.

The two-cylinder two-stroke, which from 246 “cubes” of volume gives out only 9.9 horsepower of power, clearly hides inside the fact that it is “strangled” by the plant under the peculiarities of our legislation. Indeed, this is actually the “tag”, in which the initial power is easily returned after the petal valves have been completed. Of course, we were all taught in childhood that it was not good to deceive, but who would refuse additional power without unnecessary hassle?

Well, the motor itself has pronounced "Yamahovsky" roots, the original of which is well known for a long time and has proven itself well.It should be noted that the “expansion” of the motor does not significantly affect the fuel appetites of the engine (it, in fact, simply starts working the way it was originally calculated in Japan), if the carburetor is properly tuned. But you shouldn’t strive for economy: do not forget that this is a two-stroke engine, and the tendency to burn out the piston on a poor mixture is higher than that of four-stroke ones.

At the same time, the price of the motor, although it has increased lately, is still almost two times lower than that of the Japanese original. The “lottery” inevitable for China is even funny here: some buyers got the engine “perfumed” initially, the assemblers simply pasted the “9.9” sticker on the full “tag”. But on the whole, the quality of choice here is traditional for Chinese engines - it is advisable to check the ignition timing (in the “leaving” TDC, motors of this type are seen both in the Sea Pro, and in Mikatsu, and in the HDX), stretch fasteners, check the availability and quality of "Leg".

Motor for 2T is low enough enough: remove 9.8 hp with 169 cm3 of volume, this is not so much (for comparison, the power density is higher even in the Soviet Minsk motorcycle). On the other hand, it gives hope for a good margin of safety, especially since the motor has obvious Japanese roots.

The consumption is quite acceptable (of course, by the standards of two-stroke workers!) - Hidea burns a full 12-liter tank for 50-60 km of track, accelerating the boat to 30 km / h. A simple and reliable carburetor, an easy-to-maintain engine - what more does a boat owner need, who needs a powerful enough outboard motor, and finances allow him to look only towards China?

And another motor with a “type of Japanese” name, which the Japanese themselves, alas, is not known. Here, 9.8 “water horses” are removed from a 209-cc engine, but in this case we are not talking about deliberate derating: a four-stroke engine!

Naturally, if you need good traction, efficiency and a moderate level of noise, then this engine will become more interesting than the easily "flammable" 2T-motors.However, the main claim to it will be the price - give up almost 100 thousand rubles even for a good, but not everyone decides the Chinese engine, because with a small additive you can already speak, say, of a two-stroke Yamaha.

The motor has an efficient cooling system, two water intakes of which are turned in the direction of the direction of movement and at a speed take off part of the load from the pump. Thanks to mesh filters, the risk of penetration into the channels of foreign objects and damage to the impeller is significantly reduced.

Although the vast majority of boat engines are equipped with carburetor engines, Suzuki marketers were not afraid to bring to the market an engine equipped with fuel injection. This alone draws attention to the model DF20AS, but the technical characteristics are worthy here.

Suzuki engine - 327-cc two-cylinder four-stroke, issuing all declared in the marking of 20 hp A three-blade propeller with a 10-inch pitch allows the boat to "shoot" from the spot, while working well and at high loads (heavy or loaded boat). Most of all, it’s economical that pleases: thanks to fuel injection, which also works on the Lean Burn principle (lean mixture), Suzuki can leave the carburetor competitors far behind.

There is also a fly in the ointment, more precisely even two. Firstly, I would still like to have an electric starter: starting an injection engine with a manual starter is somewhat more capricious than a carburetor, especially if you do not connect the battery (optional, not included in the package), since the jerk should power the generator and the injection computer and the fuel pump , in the carburetor motor, even a small rotational speed is enough to trigger a CDI ignition.

Secondly, these are problems with overcomplicated electricians: many owners noted “glitches”; in the early years of motor production, the breakdown statistics collected by the forum participants at RusFishing showed 20–24% of failures, which is very much, especially considering the complexity of the motor making it difficult to repair itself. By now, they have got rid of “childhood diseases”, but a certain vigilance still remains.

2 cylinders, 2 bars, 246 "cubes" ... Nothing like? Yes, this is all the same our familiar "Yamakhovsky" motor without a "choker". Well, this clone is well assembled and confidently digests what we call 92nd gasoline. At the same time it keeps an attractive price.

There are no big complaints about the reliability of it, if you give a clear discount on the price segment and the origin of the engine. The main problem he has, as is often the case with the Chinese, with the ignition system - after a few seasons one cylinder may begin to fail, which is easily treated by replacing the CDI unit. Otherwise, it is impossible to talk about some typically problematic nodes, the engine mechanics “walk” decently, if you don’t try to deliberately “stumble” the motor with overloads and low-quality oil.

A three-cylinder outboard motor with a volume of almost 600 cubic centimeters is already a serious bid for excellent performance, but when the word “Honda” is on this all ... In general, in this case we get a thirty-power engine that simultaneously combines and reasonable archaicity (carburetor power, one overhead camshaft), and maximum use of the capabilities of these technologies: a block of three carburetors is equipped with individual accelerator pumps that inject an additional portion of fuel With a sharp opening of the gas and with the proper setting to ensure maximum efficiency from each cylinder.

As a result, we have a fairly compact (weight in assembly - 72 kg) engine with high power, capable of confidently pulling the boat with a maximum load at low speed, and then accelerate. Add to this the reference reliability of Honda engines ... and we can only regret the high price.