Ivan Lorraine Fox, our founder, father, grandfather, great-grandfather, teacher, mentor, and friend Passed away peacefully surrounded by his family on March 10th, 2013 in Seattle WA.
Born in Prosser, WA. Nov. 14th 1918, Ivan was the 2nd eldest of eight children born of William and Dolly Fox. Ivan labored in the Three Cs out of High School to help support the family after the great depression. He was good with a baseball and enjoyed extra privileges because of his talents on the field. He rode a Harley back in those days but had to hide it in the woods so his mother wouldn’t find out.
In 1940 he lost his father to a heart attack, and in 1941 he and his brother rode a steamship to Kodiak where they lived in a one room unheated cabin with 4 guys working for the Navy building concrete bunkers on the island in preparation for a suspected Japanese invasion. He sent the majority of his earnings home to support his mother and siblings during trying times at home.
In the spring of 1943 he came home to join the navy, because the war was on, but was rejected for combat duty because of a defective right foot. He went to work at the Navy base in Bremerton for a brief time with his brother Dean. Dean had a friend at the San Juan Fishing and Packing Co. who had told him they were hiring. They took the ferry over to Seattle, walked to the office at pier 31, and got hired on. They went north together on the power scow M/V Viekoda, with Captain John Spailin. When they got to Kodiak Dean was put on the power scow Malina, as a deck hand. Ivan was put on the San Antonio, a 70 foot wooden tender, with a 50 hp Atlas engine. Ivan spent the summer on the 6 Knt. San Antonio as a mate/deck hand buying salmon around the Island for San Juan.
In the fall of 1943 after returning from AK, Ivan attended the Commercial Marine School on Catalina Island. After graduation he joined the Maritime Service (Merchant Marines) and shipped out to the South Pacific on tankers, to supply fuel to the Pacific Fleet fighting the war. He volunteered for tanker duty as able bodied seaman on a floating bomb because they were paying an extra $10 a month and it allowed him to send more money home to his mother and siblings.
In the spring of 1944 he went back to Kodiak this time fishing salmon around the island with Bill Pikus. Back in the day when men were men and women were too. Ivan’s job was rowing the seine skiff, holding a set by hand before they had outboard motors.
In May of 1945, he checked in with George King, Superintendent, of San Juan Fishing and Packing Co. George made him skipper of the San Antonio, the tender he had mated on in 43. The summers of 1945-46 he ran the San Antonio out of Uganik Bay buying fish for San Juan Packing. In the fall of 1946, the book keeper quit, right in the middle of paying off the crews. George, desperate for help, gave Ivan the job of cannery book keeper. Thus beginning his illustrious career in the salmon processing industry.
Ivan met Lillian “Jody” Joten in Ballard. They were married in Oct. of 1951 and were constant companions until the end. For 40 years Jody and Ivan traveled together to Kodiak where they spent their summers in Uganik Bay with their three children, Christy, Mike, and Steve, together with a long succession of Beagles. The cannery changed hands from San Juan, then owned by the Calvert family, to Wiz Fish a subsidiary of New England Fish Co. Ivan remained over the years as a permanent fixture in his little house on the point, with his beloved “Port O’Brien.
Over his 40 year career with NEFCO he was eventually responsible for salmon price negotiations with the fisherman’s unions across the state of Alaska. When NEFCO went out of business in 1980 his cannery in Uganik was leased to SeaAlaska Native Corp. owner of Ocean Beauty Seafood’s. Ivan was hired to manage the Uganik plant and the three Bristol Bay canneries they bought from the NEFCO trustee, Sam Rubenstein. His second retirement was from Ocean Beauty when they sold the plant in Kodiak to a fisherman’s co-op put together by Olie Harder. Olie wanted Ivan to stay on in Uganik but Ivan decided to make a new summer home in Egegik where he managed the Bristol Bay fleet for Nelson Brothers (NELBRO) who had purchased the cannery from SeaAlaska. He stayed on with NELBRO (later Alaska General Seafood’s) to manage their 3 plants and fishing fleet from his new summer home in Egegik. He again negotiated fish prices with the fleet and managed the tenders across the Bay.
In 1964 he and Jody, together with the Uganik Port Engineer Larry Schusted, founded an engine service business on Ballard Ave. They felt the company was needed to support the fishing fleet in Alaska when it was difficult to get service from the lower 48 during the short summer fishing seasons.
They bought the Chinese laundry on Ballard Ave for $15,000. (Before that it had been the Star Bar). And today is the home of Doc Street Brokers. The name of the little start-up was chosen when Ivan went to get a phone. The phone company told him they had to have a name to go with the number and Marine Engine Repair Co. was born. The Company name was later shortened to MER as they broadened their product line to customizing propulsion engines and building customized generators for the fishing fleet. Ivan and Jody turned the company over to their son Mike, and Son in Law, Bob Allen in 1980. They are today a third generation family business carrying on Ivan’s legacy of service to the work boat industry.
Ivan loved his work in the fishing industry so much he retired three times before it finally stuck. It is commonly said in Kodiak, that Ivan Fox invented Salmon. He was fondly known as Ivan Fish of The New England Fox Company (NEFCO) where he was the VP of Operations and superintendent of their 6 processing plants in Alaska. He witnessed the rise and fall of Salmon Traps. He was there when Alaska became the 49th state in the union and helped build the first salmon seine fleet and set gillnet fleets on the Island before statehood.
Ivan was known as a tough negotiator but always respected for his fair bargaining practice. He mentored many of the top seafood plant managers in the state today and was instrumental in lending money and a helping hand to some of the top fishermen in the state getting them their first foot up in the business. He will be sorely missed by the processing community and the salmon fishing fleet alike.
Ivan had a great love of cooking, gardening, travel, family, and Beagles. He never made it to Antarctica, about the only place on the planet he and Jody hadn’t made time to visit. Ivan was a natural negotiator; he had an uncanny ability to cut directly to the heart of any disagreement to propose a fair compromise that could be embraced by both sides. He was successful in business, yet never compromised his integrity for advantage. His word was his bond, his handshake sealed many a million dollar contract over a bar napkin. He liked cheap beer and loved to share it. He was generous to a fault never embracing the frills of success, more comfortable with the joy of giving than receiving. Ivan was always game for a friendly wager, one of his many ways of showing affection. He said playing poker with a man for a few hours will tell you more about his character than any other measure. He loved to play cribbage, particularly over a brandy, keeping one eye on the pressure cooker canning salmon or clams on the porch in Uganik. He was a compassionate man with a quick wit and uncanny memory for all the people and events that made up his long and illustrious career. He was truly a legend in his time, admired and respected by all who had the pleasure of his acquaintance.
He is survived by his wife and love of 61 years, Lillian “Jody” Fox, his three children Christy and her husband Robert Allen, Mike Fox and his fiancé Judy Simon, & Steve Fox, grandchildren Tyler Allen and his wife Rachel, Ashley Allen, Chelsea, Savannah, and Sean Fox, great grandchildren Ivan & Evelyn Allen, his youngest brother Mel Fox, Beagle Molly, his MER family, and many “adopted” sons and daughters. He will be missed by all who knew and loved him. At Ivan’s request, in lieu of flowers, please make a donation to your local Salvation Army or the Seattle Fisherman’s Memorial in his name.
Ivan’s principles, his compassion, and his work ethic live on in the daily lives of those of us left behind to carry his torch, to tell his stories, and honor his legacy.
Our new compact marine generator set provides efficient power with a very small foot print. The MER jacketed marine manifold is designed to eliminate unsafe engine surface temperatures, while our electronics package supplies warning or shut down on high coolant temp or low oil pressure. Optional safeties will stop the engine on low coolant or oil levels, and overspeed. Further options include analog gages in the engine room and the start-stop panel 80 feet distant-or more.
Powered by the Kubota D1005-E3BG diesel, our generator takes advantage of Kubota’s 80 years building diesel engines. Kubota is the number one engine manufacturer of diesel engines below 100 HP, and their Quality Inspection Facility is state of the art, insuring its engines meet the highest expectations of the marine market. The BG series offers a solid timing gear train without the use of belts. The unique mechanical governor system ensures stable output and regulation. Kubota’s generator engine lineup provides compact, high performance, rugged engine design built for maximum efficiency & longevity.
The high efficiency compact A.C. generator with dedicated secondary excitation windings, supplies unsurpassed voltage control by using an independent AVR power supply & 300% sustained short circuit capacity as standard equipment. Our structural steel frame system includes captive mounts with 95% efficient, anti-vibration suspension mounts installed at crankshaft center-line to minimize vibration transfer. Optional galvanizing keeps the engine room looking new.
Our complete line of accessories supports our line of marine gen sets: Check out our Multi-layer exhaust flex sections, Puradyn oil filters, and our SeaFire Marine LEDs.
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Changing engine oil every 200 hours is a fact of life-or is it? Some commercial fleets running MER’s new SCOR oil regeneration system are now extending their oil change intervals up to 12,000 hours. Some users never change their oil at all.
Features and Benefits:
1-Increases engine life
2-Improves fuel efficiency by maintaining oil lubricity, purity and additives
3-Extends oil and filter change interval according to oil analysis
4-Removes the soot
5-Proven technology improved by additive impregnated filters
6-Easy to install and monitor
What’s a bypass filter you ask? It’s a secondary oil filter for your engine that more thoroughly removes contaminates from the oil. To understand what it does, and why they’re important, it’s good to compare them to how an engine’s regular oil filter operates. An engine’s standard oil filter is full flow, meaning it filters all the oil from the engine’s oil pump before it circulates through the engine, lubricating and cooling engine components. A full flow filter is limited in how well it can filter the oil before it restricts oil flow to the engine too much. The finer the filtration, the more restriction it creates. Too much restriction and the engine does not get adequate lubrication. A bypass system diverts a small portion of the oil coming from the pmp, filters it, and bypasses the oil past the engine back to the oil pan. What the filter lacks in volume it makes up in refinement. Regular filters can only filter down to around 25 microns, any smaller and the flow would be too restricted through the filter. A good bypass filter takes out all particles bigger than a micron, particles 1/25 the size of what the standard filter catches. It’s a lot like a swimming pool filter-continuously filtering a portion of the water, over time adding up to the whole pool.
Bypass filtration isn’t a new idea and there are several makes available. We just think SCOR does it the best. They have been manufacturing oil bypass filtration systems since 1988, and added several improvements to the technology over the years. It can be used for filtration of engine, transmission, and hydraulic oil.
What sets them apart are three things:
1-Superior filtration, because they filter to less than one micron. The finished oil actually has fewer impurities than brand new oil out of the jug.
2-Oil Additive Package. Besides keeping the oil cleaner than new, it maintains the oil’s additives by impregnating the filter media with a time released additive package. It doesn’t matter how clean the oil is if the additives that protect engine components are worn out, the oil would stilll need to be changed.
3-Heater Element. SCOR is the only bypass filter that incorporates a heater element to remove moisture from the lube oil. If you’re not removing moisture, you can’t extend the oil change interval.
These added features are what allow oil change intervals to be extended longer than with any other filtration system. Some trucking fleets running the systems just never change their oil, even after a million miles. There’s nothing wrong with changing your engine oil every 200 hours. That’s the conventional wisdom. We’ve been skeptical of the claims that you can go thousands of hours without changing your oil. We did our homework. We’ve talked to the fleet managers who use the products and read the military and independent laboratory test studies. It really does work.
This month we’re looking at the components we supply to build and maintain your commercial grade marine exhaust system. These systems are generally either “wet” or “dry”. A wet exhaust system is one that uses spray of raw water to cool the exhaust stream before it flows out the back of the boat or even over the side. A dry system, on the other hand, sends the exhaust gasses out of a vertical stack. This month we’re discussing the components that make up a dry system.
First there is the exhaust flex section that isolates and manages vibration and expansion of the system. Diesel engines develop an enormous amount of hot exhaust gas, and this causes expansion and lengthening of exhaust tubing. Similarly, every engine has a certain level of vibration. This results not only from rotating mass, but also from the engine mounting arrangement. The sum of these forces is movement, a shoving contest between the engine and the exhaust system. Without a flex section, also called “wrinkle-belly”, the engine will lose every time.
A 42 foot salmon seiner with a 400 horsepower engine can burn 20 gallons of fuel per hour. Roughly one million BTUs of heat, is transferred by the engine’s exhaust system, and marine engines can have exhaust temperatures in excess of 1,200 degrees Fahrenheit (F). MER SuperFlex easily manages the movement in this extremely hot environment. SuperFlex exhaust flex sections absorb expansion and contraction of the exhaust tubing, and also insure that engine vibration and movement “in the mounts” does not break the turbocharger exhaust housing. Flex sections come as either single or multi-layer tubing, however multi-layer MER SuperFlex is the premium product for severe duty. Further, SuperFlex assemblies use a free-turning arrangement on one end, to facilitate convenient bolting. Convenient shipping brackets insure the best fit-up and once the corresponding flanges are installed, the brackets are removed.
The marine engines MER sells, such as Isuzu engines from 300-600HP, Cummins, and John Deere engines throughout their range, include a turbocharger exhaust elbow that swivels a certain amount for ease of installation. Isuzu and Cummins goes a little further and supplies their single-layer exhaust flex section with certain new engine models.
Another MER product that complements our exhaust system offerings is the Marmon coupling. This exhaust coupling use a compact V-band clamping system with fewer fasteners than exhaust flanges. Unlike flanged/bolted exhaust connections, the V-band system makes insulating the system much simpler. In addition to this, there are just one-third the number of bolts.
Then, there are the heavy duty exhaust silencers we handle: Compact Cowl silencers enable easy convenient mounting of the residential rated TS series. More important however; we carefully size the silencer for each application. This results in the lowest noise level within the engine’s back pressure specifications. The Cowl MS series offers all of this, plus the convenience of optional, labor-saving mounting brackets.
When it is time to insulate your engine’s manifold or turbo, MER has custom fitted exhaust system blankets, sewn with high temperature thread and custom made to protect your personnel and prevent fire hazards.
A Word about MER Parts-Our continual search for better heavy duty marine parts and components results in the addition of one or two carefully selected new products per year. The selection process requires high durability, fuel or energy savings, ease of maintenance and improved crew comfort and safety. So far this year we’ve added LED lighting and MER SuperFlex to our product line.
Reconditioned Marine Propulsion Engine or New?
Begin your repower project by learning the relevant State and Federal requirements for marine repowers in your area.
Reconditioned engines work best when they can replace like-for-like engines. This reduces the expense for new accessories such as motor mounts and the electrical panel. Reconditioned engines are often good for 10,000 to 20,000 hours depending on how well they are maintained. Later model recons are quite fuel efficient when compared with older engines, especially two-stroke Detroit Diesels. They are simple to maintain and any qualified diesel mechanic can repair them. Factory built four-stroke recon engines will perform like new. They are also roughly 2/3rds the price of new engines, and carry up to one-year unlimited hours warranty.�
New electronic engines on the other hand, are very fuel efficient, cost more money, and when they need work, they may require an engine dealer who has the computer software to do full diagnostics. New engines will last from 20,000 to 40,000 hours depending on maintenance, and the warranty period for most new marine engines is a full two years or 2000 hours, whichever comes first.
Saving time and dollars begins with an assessment of the running gear. If the boat’s transmission is still good and the propeller shaft is straight, the best and least expensive repower for your boat is as follows:
1-Select a replacement engine near the same power level and rpm as the engine to be replaced. This enables re-use of the same size propeller, keel cooler and exhaust piping. The savings here can easily be tens of thousands of dollars. Pay particular attention to the rear housing and flywheel size so they will mate to the existing transmission. Advertise your old engine before removing it. This gives prospective buyers time to hear it run, and they’ll be willing to pay more if it’s in good shape.
2- Before removing the old engine, get somebody to do an exhaust system back pressure test to learn if the silencer (muffler) is plugged. If it is plugged replace it.
3-Leave the transmission bolted in place.
4-Remove the old engine, clean the area under the engine, and paint it white.
5-Clean and pressure test the keel cooler.
6-Replace the front seal on the transmission and the rubber drive blocks (or flex coupling) between the transmission and engine. We also recommend replacing the transmission oil cooler because it’s difficult to be totally certain they are free of debris, even after thorough cleaning.
7-Bolt the replacement engine to the transmission, and make all of the connections.
8-Beside the cost to install the replacement engine, be sure to include these items:
a-$1000 to verify the final alignment on the shaft and engine,
b-$1000 for cleaning up the boat’s DC electrical system, and
c-$1000 for upgrading the old drive belts and hoses in the boat. (Including hoses that run to the hot water heater, if so equipped.)
9-No matter if the replacement engine is new or reconditioned, be sure to have the technician install a fuel system sight glass (MER PN 33448A) between the boat’s Racor fuel filters and the engine fuel system. During the sea trial they must verify that no air bubbles are entering the engine fuel system with the fuel. If they see air coming in with the fuel (called a suction leak), they must find the suction leak and repair it.
With good planning your repower will cost far less: Long term fuel savings will be icing on the cake. Last of all, let us know how it goes!
Every boater needs a multimeter!
That’s because today’s boats are stocked like a RadioShack, with a huge variety of electronics. All of it looks complicated, but with a good multimeter and careful study of the accompanying manual, as a refresher in basic electricity, it is possible to maintain most electronics. The multimeter (Figure 1) qualifies for a spot in any tool kit for tracing equipment failure back to its source. Depending on the brand and price, multimeters, which are also known as volt-meters, and Fluke meters, have a range of usefulness that we’ll categorize into three main groups: 1-Must Have, 2-Very Handy, and finally, 3-Useful. This discussion focuses on digital multimeters, however there are helpful links at the end of the article. These links will take you to Fluke, Simpson Electric Company (a source for more on analog meters), and other manufacturers of good equipment. Just reference Figure 2 for specifics as you dive into this important subject. We’ll begin with a word on multimeters in general.
First note that there are many brands and configurations of meters available. We will reference the Fluke 78 (Figure 2) shown below, which, by the way is one of the meters used by our techs every day. No matter which meter is used be sure to keep the operating manual nearby for quick reference.
Mode switch-This switch turns the meter off and on and also selects the kind of testing desired. Pressing the mode button in the center of the switch knob shifts operation to the alternate function for the mode selected.
Digital display-Provides not only numerical readings but also has icons that appear as different modes are selected. We’re all getting used to touch screens, but these are not touch screens. They can be damaged by sharp objects or even by pressing on the screen too hard.
Plugging in the test leads-For this meter, most tests are done with the leads plugged in on the right side of the meter as shown above. The exceptions are “Amps”, which use both the bottom right “common” jack and the bottom left “Amps” receptacle. Note: standard leads can test up to 10 amps, while amp-clamp leads are used above this level.
A.C. and D.C. Volts-Simply stated, “Is it electrically hot?” This is the most important thing to know when working with electrical items. Use caution here: According to MER Service Manager Herb Knight, 120 Volts Alternating Current (A.C.) kills more people every year than all other voltage levels combined. Beyond self preservation, the multimeter will help determine if an electrical component or circuit has the voltage it is supposed to have.
The Fluke 78 has the A.C. Volts/Frequency together as shown above. Switching to this mode enables the testing of A.C. voltage, until the alternate function key is pressed. When pressed, the meter displays a read-out of the frequency of the A.C. power being tested. The units of measurement for frequency are in “Hertz” which is abbreviated as Hz. Alternating Current is found in generators, utility power and some engine sensing and control circuits. A measurement of alternating current, this test mode checks for the number of cycles per second (frequency). Household power in the United States is 60Hz, while many other areas use 50Hz power.
D.C. Volts/Frequency is for testing direct current (D.C.) voltage, or alternately D.C. frequency. D.C. frequency tests are done on specialized control systems and certain D.C. motors. DC voltage readings are taken on engine starting and charging systems, as well as some control circuits.
However, if no voltage is present it is time to find out why. That’s where resistance testing comes into play.
Resistance/Continuity Beeper-In laymen’s terms, “Does the juice have a clear path to travel?” One of the most common marine electrical failures results from corroded electrical connections, whether at splices, or terminal connections. Resistance testing measures electrical resistance in Ohms, and alternately the meter’s beeper will sound when there is continuity in a system. A zero reading (0.00) means the circuit is open. Readings of 0.1-.3 ohms can indicate either a short or complete circuit. Like the diode check function, the continuity circuit sends current through the leads and the horn will beep if there is a complete circuit.
D.C. Amperes/A.C. Amps-Very low ampere readings (less than 10 amps) may be done with both direct and alternating current using the standard leads, however, read the operators manual to learn when to use “amp clamp” style leads with a clamp-on end on the red test lead. The unit of measurement for current flow is the Ampere (amps).
Diode Check/Temperature-Diodes are tested in this mode. The meter applies a small voltage through the leads to check the direction of flow through a diode. A reading of 0.3-.5 Volts in only one direction mean the diode is good. Alternately, when fitted with thermocouple leads this meter will measure temperature.
RPM/Speed-is a tachometer function for measuring rotational speed.
Frequency-This function is bundled with voltage on the meter we’re showing above.
Duty Cycle/Percent-is used with position sensors. Engine control systems use current with pulse width modulation, and this meter function measures the percent of time “on”.
Temperature/Diode Check-When fitted with thermocouple leads this meter will measure temperature. Alternately, diodes may be tested in this mode. In this mode, the meter applies a small voltage through the leads to check the direction of flow through a diode. A reading of 0.3-.5 Volts in only one direction mean the diode is good.
“RPM” testing-is done with special leads and uses both of the left hand receptacles.
Auto Mode-Most meters are in auto-mode by default, and this enables near instant range changes for measuring widely varying voltage. Consult your manual to learn how and when to use manual mode.
MER = MORE
High Fuel Efficiency-MER industrial and marine generators provide very low fuel consumption, and this is due to our specification for more copper per kilowatt rating. The fuel savings is in the tens of thousands of dollars over the life of the machine. Our complete load survey is done by telephone, up-front at no cost. However, before we’ll sell you a machine, all of the present loads and future upgrades are taken into account. If you’re purchasing for a work boat, we’ll ask things like, “Are you planning to upgrade your refrigeration system?”, or “What are you spending for fuel now?” Similarly, “Can you continue fishing if fuel reaches $6?”
Custom Machines-Our generator is customized to your application. It might need a special power-take-off, a larger oil pan, extended oil-change interval, or a coolant filter. The MER fab shop builds jacketed marine manifolds to protect crew members from burns as they work in the engine room. This is especially important when the boat is underway.
Motor Starting-On the electrical side of things, we supply generators capable of very heavy motor-starting or exceptional voltage stability for on-board electronics. We also have PMG models that do both. All of our diesel generator sets are available in 50 and 60Hz, with either electronic regulators or internal regulation. Optional control systems by Deep Sea Electronics provide remote monitoring via the internet. This covers things like oil pressure, coolant temperature, and other parameters as detailed as the fuel level in each tank. This valuable asset aids hard-working crews working long hours, hundreds of miles away.
Play Favorites-Got a favorite engine or generator end? We’ll provide Deere, Isuzu, Cummins, Kubota, Yanmar, Marathon, Meccalte, or Stamford. Our generators come in one or two-bearing configurations for mounting on either end of the engine. Our optional galvanized steel skid keeps the engine room looking great.
Better Design-SolidWorks computer aided design (CAD) capability insures smooth and efficient assembly. Need a higher capacity cooling system for equatorial waters, or how about a special compact heat exchanger system? No problem. Our detail oriented experts in production will fabricate, assemble, align and mount the critical parts of each machine. This includes Low VOC painting, calibration and testing of each machine. The final test is at 105% of the machine rating, and the technician signs the test sheet-just like any aircraft technician does.
Not Just Efficient Generators-After the machine is finished there are two more jobs to do: We deliver it in one of our fuel efficient trucks. Secondly, we recycle; separating all metals, and trash, including spent printer cartridges, and filtering shop solvent for re-use.
Product Support-After the sale MER provides electronic documentation and product support. Call us for specifications, service instructions, wiring and plumbing diagrams, as well as photos of how things work. It’s available electronically in your choice of format: Fax, e-mail, and I-phone. However, if you’re too busy catching fish to study the latest computer technology, that’s OK, we’ll print what you need and mail a paper copy!
MER Options-These include LED lighting that lets you buy a smaller gen-set from the start. Using just 1/8th the power of high pressure sodium lighting. This is the future of marine lighting. There’s one more thing about marine lighting-High Pressure Sodium lights compete for the motor starting power the generator can produce. Then there are our precisely sized exhaust systems that eliminate fuel robbing back pressure. They also last longer.
Parts and Service-Our inventory is one of the largest in the Northwest including engines and transmissions; with the parts and fluids to keep them running. Both Parts and Service Departments are available 24hrs. And yes, it is expensive to roll-out our people at two in the morning and have parts hand-carried to the airport, but we’re here for you.
MER Training-Our technical instructors are experienced gear-heads who put on a variety of classes, ranging from Beginning Engines all the way to Shaft Alignment.
New Product Pipeline-Is your engine room too loud or too hot? Is changing oil making a mess? Just keep an eye on our web site to see the latest: www.merequipment.com. Clicking the Blog tab at the top of our web page brings you here, to the MER Technical Support Blog, one of the best in the industry. http://www.merequipment.com/blog/.
Just think of us as the Hot Rod Shop of the future: We build powerful custom machines that use less fuel, instead of more. We also do a lot more than electrical power generation. Call any time: 800-777-0714, or stop in and tell us about your project.
Propulsion-The AFM series combines a 4-valve cylinder head with a High Pressure Common Rail Fuel System and the benefit of a jacket water after-cooler and single circuit keel-cooling. The compact engine has multiple power-take-off (PTO) options for powering auxiliary equipment.
Generator Drive-This year the generator rating increases to 150kWe.
Auxiliary Drive (6068HF)-These variable speed, radiator cooled engines are available up to 258HP at 2200RPM. Deere has several engines for use in auxiliary applications driving hydraulics. They’re all available with multiple pump drives attached to either end of the engine, and also generators opposite the pump drive.
Propulsion-Like the 6068AFM above, the AFM designation denotes a keel-cooling system with engine jacket water and the after-cooler on one circuit to the keel-cooler. Power ranges from 285 HP at 2100 to 425 at 2400RPM. The high pressure common rail (HPCR) fuel system provides superior atomization and very efficient combustion. High efficiency coolant jacketed turbocharging supplies more combustion air to the cylinder through the 4-valve cylinder head. John Deere’s powerful electronic engine control directs this “symphony” of power production.
Generator Drive-The generator rating increases to 225kWe this year.
Auxiliary Drive (6090HF)-Power ratings up to 375HP at 2200.
Propulsion-This 13.5 liter engine has separate heat exchangers for both the engine circuit and the -cooler circuit. The 824 cubic inches help take the power level to 650 at 2300RPM in a commercial rating, and then on to 750 at 2200RPM, in the M-5 rating. Like all of Deere’s new electronic engines, the 6135SFM benefits from much greater engine control computing power, further reducing fuel consumption.
Generator Drive-The generator rating is 325kWe for this new engine.
Pre-production 6135AFM engines are now working in the field and will soon be released, providing another high power keel-cooled engine option.
Auxiliary Drive-(6135HF) Power ratings to 600HP at 2100RPM.
Custom, Tailored, Specific-
Three ways to describe MER products. Everyone knows our after sale support is the best in the marine market. Have you considered our before-the-sale support? Take a MER custom marine generator for example: During the first phone call our technical sales people identify how you’ll use the generator; its exhaust outlet direction, dipstick and oil filter location-for easy service, voltage, frequency, type of cooling, space constraints, and most importantly the size and type of electrical loads on the boat.
Motor starting loads are the most critical part of the picture. Where the generator is concerned, in terms of running a marathon, heaters and lighting are just like a long level straight stretch. Motor starting loads however, are like a short, but very steep, uphill climb for the runner. We consider kilowatts (speed the electrical work gets done on the boat), but also very important, we consider kilovolt amps (the load the generator feels).
Consider this analogy: Someone on the shore of a river is timing the speed of a swimmer going downstream at a rate of 3 miles an hour, for a one-mile stretch of the shoreline. The swimmer’s speed along the shore is like the kilowatt rating (kW), and the effort the swimmer must make to do it is like kilo-volt-amp rating (kva). Next the swimmer changes direction, and with much more effort swims upstream against the current, taking the same time to cover the one mile distance as measured by the shoreline. The speed (kW) is the same, but the effort required by the swimmer (kva) is much greater.
Some loads just make the generator feel like it’s swimming upstream.
Next we find the kind of power-take-off configuration needed for the boat’s hydraulic pump drive. With nearly a hundred options, we’ll get it just right. If it’s really unusual, our in-house inventors will design and build the solution. Finally, we are experts at logistics and availability: This is vital since equipment suppliers are stocking far less product than ever before.
This year MER added three new brands of equipment to our extensive product line.
The Cummins line of marine diesel engines complements our extensive line of engine products. These engines fill certain horsepower gaps resulting from the wave of recent changes from more strict EPA requirements. Check our prices on the B series remanufactured MECHANICAL engines that come complete with mounts, wiring and instrument panels. Cummins/Onan marine generators use Kubota engines up to 32kW and John Deere on up to 99kW. These are among the quietest enclosed generators available and they are designed to accept the Onan field installable enclosure, even after the sale.
Equipment Source Incorporated (ESI) now supplies MER with Kubota packaged generators as well as their own line of rugged ESI packages based on Kubota engines and Meccalte generator ends.
Meccalte Generators have excellent quality control and a diverse product line from 1-2400kW generators. The 60 year old Italian manufacturer has extensive robotic manufacturing capability: (http://www.meccalte.com/index.php?s=180).
So, give us a call and learn how our products will save dollars, by greater efficiency.
MER supplies heavy-duty Hydraulic Power Units (HPU) to the US Navy, oil spill response contractors, and Alaska’s commercial fishermen. The range of HPUs is from 20 gallons per minute (GPM) to 350. The machines are similar to a generator set except they make useful hydraulic power instead of electricity at variable engine speeds.
MER also makes Hybrid units that produce hydraulic power and electrical power. HPU cooling options include radiator, heat-exchanger, or keel-cooling. Keel-cooling is the method of choice for machines like oil skimmers, that must operate in contaminated waters.
Standard Equipment: Hydraulic oil heat-exchanger, Variable speed throttle, Manual oil change pump, Gauge panel, 12V Starting/Charging system, and Anti-vibration mounts.
Optional Equipment: Air or hydraulic clutched pump drive, Electric clutched pump drive, Pumps can be driven from either end of the engine or side-mounted. Remote start and stop, Extension harnesses, Gear, vane or piston pumps, Pressure compensated pumps, Load sensing, Skid mounted hydraulic reservoir. There is a variety of hydraulic filter options and Quick disconnect hydraulic connections, Custom base frame geometry, base frame materials in steel, galvanized steel, stainless steel, and aluminum. Also Integral fuel tanks and or hydraulic oil reservoirs, Integral drip pan, Engine driven air compressors, AC Generator opposite the hydraulic, pump drive.