HAZA (auxiliary engine)
| HAZA | |
|---|---|
 |
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| HAZA add-on motor 25-D | |
| Manufacturer: | G. Haza, Dresden |
| Construction time: | approx. 1955-1958 |
| Number of pieces: | approx. 1,300 |
| Previous model: | - |
| Successor: | - |
| Technical specifications | |
| Displacement : | 25 cc |
| Performance : | 0.7 kW |
| Gearbox : | without circuit |
| Drive : | 1-cylinder - two-stroke - compression -ignition , driving roller |
| Empty weight : | approx. 5 kg |
| Top speed : | approx. 30 km / h |
| Tank capacity : | approx. 2.5 l |
| Fuel consumption : | approx. 1.0 l / 100 km |
The HAZA 25-D was an add-on motor for bicycles that was produced in small numbers in the GDR in the 1950s . The manufacturer was the centrifuge and engine manufacturer G. Haza in Dresden .
It was a quite extraordinary multifuel - two-stroke engine with auto-ignition after the Lohmann-engine concept . Auto-ignition was made possible in the various operating conditions by means of adjustable compression. The cylinder could be moved axially with a twist grip on the left end of the handlebar. The engine developed 0.7 kW (0.9 hp). One was as fuel gasoline - oil mixture of 15: 1 is recommended. The engine could also run on petroleum or diesel fuel , with a fuel-oil mixture of 20: 1 being sufficient. In contrast to the Lohmann auxiliary bicycle motor, the HAZA motor had a ribbed cylinder and a switching segment for gradually engaging the motor as standard. The tank was mounted instead of a luggage rack. The fuel flow was apparently not very reliable, even small air bubbles in the hose could cause problems. But the engine itself was - like the Lohmann engine - not fully developed. One reason for the unusual engine choice was apparently a Gottlieb Haza ban on the production of gasoline engines , which he circumvented in this way.
The engine rarely started without difficulty. While driving, it had to be regulated simultaneously with two rotary handles - the compression adjustment and the throttle grip. In addition to this fact, the relatively high susceptibility of this engine to failure may have contributed to the fact that it remained a marginal phenomenon and was not taken into account in the state economic planning. The exhaust noise was extremely strong. The auxiliary motors Steppke and MAW were clearly superior to the HAZA motor in terms of utility value. The number of items produced should have been around 1300 units. The sales price was initially 500 DM and soon had to be reduced to 250 DM because of the inexpensive MAW engines.
literature
- Operating instructions for the 25-D diesel auxiliary bicycle engine . G.Haza, Dresden
- Tilman Wagenknecht: The auxiliary engine "HAZA 25 D". In: The bone shaker. Issue 9 pp. 3–7. Erfurt, 1997