By Jim Aamodt
As indicated in the last two articles, the Kermath Engine Company achieved its pinnacle of progressive design with the Sea-Wolf and Sea-Raider overhead valve engines (OHV). Although a much wider line of L-Head engines were always present, the government contracts for Kermaths OHV engines during World War II kept the corporation healthy.
Alas, 1945 to 1955 were years of change. Large production of automotive engines now availed themselves to the marine industry and were easy to marinize for pleasure boats. The building of exclusively marine engines in low quantities was not profitable.
In my research of Kermath Engines, I found considerable data on horsepower curves and weight, but none on fuel consumption, torque, or defined operating range. However, we know the new OHV automotive engines met or exceeded the Sea-Wolf family horsepower, and the fuel economy. Marinized automotive OHV V8 engines were a package that weighed up to 50% less and was 40% smaller in size. The Sea Wolfs offered tremendous torque at low (300 to 1000) RPM, but were gear bound at about 2000 RPM. The new V8s had adequate torque, but more importantly, a high end horsepower over 4000 RPM. Suddenly, a light-weight wide RPM range package was available at low cost.
Kermath utilized converted Mercury (Ford) 85 H.P. V8s, and Lincoln Zypher 120 H.P. V12s prior to the war. Postwar OHV V8s, beginning with Cadillac in 1949, Lincoln and Chrysler in 1952, Ford in 1954, and Chevrolet in 1955, totally outperformed the old L-Head inline and vee engines. Kermath never offered any of these.
The 1950 Kermath ad reveals 50% of a great idea— a steerable lower marine drive unit, containing the power drive and which rotated as a rudder. This concept would eventually revolutionize the pleasure boat industry. The rear placement of weight and elimination of a central intrusion in the boat were also great ideas.
In the mid 1950s,with a horizontal engine and vertical outdrive, Eaton, Volvo, OMC and Mercruiser made the IO drive practical. The 1950 Kermath Screwballs had the lower unit, but no one had yet figured out how to mate this with a horizontal engine. Vertical engines (originally designed to be horizontal) presented monumental oil system, carburetion, weight balance, vibration and water flow problems. The old L-Head engine (including the Mercury V8) just did not adapt. Larger engines, such as the Sea Wolfs, were too big to adapt in weight and dimension.
The tone of this same ad is very strange, and it sadly represents a last ditch effort of a company which is failing. As Darwin professed, if you dont adapt, you die. Kermath survived, primarily in the larger gas and diesel business, until early 1954. It did not adapt its inboard business, and lacked the resources to follow the forthcoming IO market.
Some local highlights of the successful Sea Wolf family are the well-remembered Excelsior Park ride boats of the late 1920s to the 1970s. Pictured is, one of the original Kermath powered Hacker Crafts (as they all were), Miss Minneapolis, currently owned by Don Funk of Michigan. One of Chris Smiths personal 1927 triples is also pictured, which is restored and in Michigan. Todd Warners recent acquisition, Miss Muskoka, a 32 Matheson, also reveals its Sea Wolf. Frank Warners exquisite 30 Hacker limousine is also Sea Wolf powered, and hopefully will be back on the water shortly. Our 1929 26 Hacker, At Last, will hopefully be ready with its Sea Wolf by Rendezvous time (but year 2000).
The Kermath Company was a great company with a tremendous contribution to pre-war engine design. We will certainly remember its popular phrase, a Kermath always runs..
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