Engines

The Anderson 22 as standard has an outboard well just to port of the small moulded skeg.

Manouverability under engine is nothing short of outstanding, she can virtually turn on the spot; going astern is also predictable.

It should be appreciated that the whole ethos of the boat is that the engine is for in-harbour manouvering, and passage making with or without sail assistance in calms or very light winds.

In normal sailing, if going any distance one removes the engine from the well as soon as in clear water, and stows it; usually in the port cockpit locker.

A fairing plug is then fitted in the well  giving a smooth low drag hull, also avoiding a dangling propellor to catch lobster pot lines etc.

Of course if one is motoring and the propellor collects flotsam of some kind, the engine can be unclamped and raised, allowing the use of an old breadknife or similar to clear it – a very handy attribute compared to inboards.

Advantages of a well compared to a transom mounting;

  • controls readily to hand
  • remote fuel tank can be stowed in the locker next to the well
  • the engine may be worked on in the safety of the cockpit, for oneself, one’s tools and any parts handled
  • weight is kept inboard to reduce pitching and aid trim
  • it won’t catch on and possibly be damaged by shore lines alongside quays etc
  • much less vulnerable to thieves or collision damage
  • and an engine hanging off the stern spoils a sailing boat’s looks !

A standard shaft is normal; the propellor does not break the surface even at quite large angles of heel, when one would normally have plenty of sail power anyway.

5 Horsepower is about optimum; any larger just wastes fuel and becomes too heavy to lift.

It should have a remote fuel tank, and ideally a charging coil.

A 10 litre tank fits in the dedicated locker next to the well.

Personally I much prefer 2-stroke engines, as they are much lighter and less critical of stowage attitude; while new 2-strokes are not possible to buy in the UK now, they are readily available – and legal – secondhand.

I and other owners consider the Mariner 5hp 2-stroke to be optimum, but the very similar Yamaha 4hp 2-stroke is very good too.

I have motored 60+ miles across the Channel in calms using a Yamaha 4 several times, ditto the Mariner 5hp 2-stroke.

4 – strokes are significantly heavier, but entirely feasible; quite a few boats have these, again around 5hp is optimum.

One should check that any proposed engine fits physically, some 4-strokes are quite bulky; engines known to fit are the Tohatsu 4hp MFS4 A2 and Mariner 5hp 4-stroke.

One should specify a remote fuel tank and charging coil; if buying new, a ‘ saildrive ‘ type propellor suited to cruisers makes sense, though I have no problems with a standard prop’.

Inboards

There are a few late Anderson 22’s with inboard engines of various kinds such as BMW & Yanmar; these were installed at the time the boats were built and it is a case of looking over individual boats.

Personally I dislike the weight, loss of stowage space and inaccessible prop’, it seems against the spirit of the design, but they suit some people.