The TN-28 was by far the best selling motor in this class. The mechanicals from the 1937 LT had been updated in 1949 to include an improved lower unit with a neutral clutch activated by a small lever on the top of the tank. Further refinements came with the incorporation of the OMC Universal magneto in 1952 (This writer never had any problem with the previous internal rotor magneto but it is likely OMC wanted to standardize and have one system for all their motors).

The Johnson had a lot to recommend it; the reputation of the company that had built 1,000,000 outboards was one of the biggest factors. The TN's idle superbly, are smooth, quiet, fuel efficient, lightweight and well thought out. They have a carry handle built into the cowl and two wings to rest the motor on when stored on the ground, in the trunk of your car or elsewhere. They are also about the simplest and most reliable outboard ever built (except for the neutral clutch)

On the down-side, the TN's powerhead engineering was ancient and did not make a lot of power. The sheet aluminum gas tank and cowls are dent prone and the neutral clutch cable and associated parts have been known to cause trouble. All of the OMC motors from this period will require coil replacement, fortunately the parts are relatively inexpensive.

If your interest is in fishing and you want reliability, there is no better motor. If you want to get where you are going quickly and in style there are better options. I love these motors but even a hard-core fan has to admit there were some sexier outboards available.

The Mercury Mark 5 is an update of the fine little Super Five that debuted in 1949. Equipped with a neutral clutch the Mark 5 went toe to toe with the TN and in most cases won hands down. (see chart above) It is zippy, stylish, very smooth and quiet and a genuine pleasure to run. Mercury's signature "Jeweled Power"coupled with modern engineering, carburetor and a good dealer network made this motor a top seller.

But to be sure however, the Mark 5 has it's faults. The neutral clutch activated by the pop-up handle is a little goofy. Another issue is that there is no way to rest the motor on the ground without damaging the tank rim, tank or cowl. The Phaelon coils have proven to be trouble-prone and are expensive to replace. And the biggest problem with the Mark 5 is the lower unit - though this would not be apparent on the showroom floor. Seal problems will lead to water intrusion causing wear or worse, freeze and crack the casting. And the friction clutch shear pin-less prop is an idea for the birds!

I'm not sure I would have paid the premium price for the Mark 5 especially with the lower unit problems we now know are common with these motors.

On paper the Scott Atwater 1-16 is a slam dunk (the 1-16 stands for the speed capability of the motor on a small boat). Full forward, neutral and reverse gearshift, a modern reed valve induction system and handsome styling helped Scott run neck-in-neck with Mercury for the #2 spot in this class.

The 1-16 is reasonably powerful and smooth but can not be considered a class leader. Lower unit and general build-quality problems are commonly found with this motor. The fuel valve shut-off actuated by the magneto lever and the carburetor drain, innovative ideas when new, are positively EVIL features to repair today. The Wico coils have a 100% failure rate and are expensive to replace. (see Wico Coil Replacement) I have not found my example to idle well, certainly not in the league of the Johnson or even the Mercury.

This is a motor that would appeal to the same people who years later will purchase a Rover 2000 car and later still a Renault Alliance - products that on-paper were class leaders but didn't exactly work out.... (though I should point out that Consumer Reports panned this motor and gave it a "Unacceptable" rating due to the finger chomping tilt lock)