Read on, to learn how to make that propulsion repower dollar go further!
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. Well built four-stroke recon engines will perform like new. They are also roughly 2/3rds the price of new engines; however they typically carry only 90 day 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!
- Figure 1-The Multimeter
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.
Multimeter Functions:
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.
Figure 2-The Working Multimeter
1-Must Have:
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.
2-Very Handy:
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).
- Figure 3-Fluke makes many test meters, including this model with a built in amp-clamp.
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.
3-Useful:
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.
Finally, note the following list of important multimeter related links:
Fluke USA:
http://www.fluke.com/fluke/usen/home/default
ESI Test Inc.:
http://www.esitest.com/
Simpson Electric:
http://simpsonelectric.com/
MER EFFICIENCY AND PRODUCT SUPPORT-BY DESIGN
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.
MORE COPPER MEANS LESS FUEL
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!
DRAWINGS OF THE LAYOUT HELP YOU ORDER THE RIGHT PARTS
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.
Deere Marine PowerTech Engines-Propulsion, Generator and Auxiliary Drive Engines
6068AFM:
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.
6090AFM75:
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.
6135SFM:
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.
6135AFM:
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.
MER Stocks The Kubota Lowboy
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.
New Products
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 Hydraulic Power Units (HPU) power skimmers for the Gulf oil clean-up.
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.
MER Service Training Is Tailored To Participant's Needs
MER Marine Service Training-In an expanding effort to meet our customer’s needs, the MER service department has begun conducting marine engine training classes. The first class was held in the spring of 2009 as a one-off. Feedback from students was overwhelmingly positive, and has lead to more classes and an ever expanding curriculum. Classes cover topics that help reduce maintenance costs and improve vessel safety. They are geared towards beginners, DYSers, and professional maintenance staff. To ensure participants receive maximum benefit from the class, they are tailored to the skill level of the students and focus on the engines they are using.
A sample syllabus follows:
SYLLABUS: MER Equipment Engine Maintenance and Training Class
Instructors: Herb Knight & Bobby Kilker
Phone: 206-286-1817
Location: 338 W. Nickerson Seattle, WA 98119
E-mail: herb@merequipment.com
Office Hours: 7:30 -5:00 Monday through Friday
Overview:
This course is engine specific and is designed to increase profitability of companies by decreasing engine related downtime, and catastrophic failure repair costs.
Description:
The class will be a hands-on learning experience, taught using actual engine components and drawings to help students identify engines and their components.
Goals:
We will cover the routine maintenance requirements of the engine from 0 to 25,000 hours as well as level I & II diagnostics and testing including but not limited to the following:
Exhaust:
Back pressure
Temperature readings
Turbo maintenance
Causes and cures for excessive smoke
Fuel system:
Injector removal and installation
Injector testing in theory and practice
Fuel testing
Fuel supply inspection and troubleshooting
Filter inspection and proper micron ratings
Cooling system:
Monitoring and maintenance,
Zinc replacement
Raw water pump inspection and impeller replacement
Belt and hose inspection and replacement
Lubrication system:
Oil and filter change
Test sampling intervals
Pressure readings
Electrical system:
Safety precautions for electricity
Charging system maintenance and inspection
Battery Load testing Sensor testing
Basic Engine:
Cylinder leak down and compression testing
Engine alignment
Operating temperatures, pressures and RPM
Causes of power loss and surging
Valve adjustment
Requirements:
1. Students should have a working knowledge of the marine diesel field and
engine related hand tools. No tools will be required for this course; all necessary
tools will be supplied by MER Equipment.
2. Student should wear work clothes or bring coveralls. Students will get their hands dirty!
Evaluation:
At the conclusion of the class, the student will be graded on knowledge gained to promote their ability to make repairs, adjustments and service marine diesels.
Please e-mail brian@merequipment.com for times and dates of classes on your specific engine.
After the decision is made to use a dry exhaust system instead of a wet system, the next chore is to decide where the silencer will be mounted.
One option is high up on the boat, under the stack cowling, if so equipped. Another place if space allows, is in the engine room, where fishermen often opt to mount the silencer overhead or on the back engine room bulkhead.
Now there is another option: On the engine itself, bolting directly to the top of the flywheel housing. Our product line now includes Cowl Silencer brackets that fit the range of smaller Isuzu diesel engines, including models: 3CA, 3CB, 4LE1, 4LE2, 4TNV98, and the 4TNV98T. MER builds Cowl silencer mounting brackets to allow mounting on the back of the engine, in the little “dead space” above the generator end (or the transmission). Our new brackets provide plenty of room for the exhaust insulation blanket and provide vibration-proof stability for long life. Made of MIG welded mild steel, the brackets are available galvanized, or can be painted your choice of colors.
- Deere’s Common Rail Fuel System Reduces Emissions While Increasing Efficiency
Customers ask us:
Should you use lubricity additives in this new Ultra- Low Sulfur Diesel fuel, or not?
In a word, YES, strictly according to your engine maker’s specification. Part of the reason is that ultra high pressure common-rail fuel systems came into wider use at the same time. The other reason is, the process that reduced fuel sulfur from 500 ppm to 15 ppm also decreased the fuel lubricity. Decreasing the sulfur dioxide emissions is an important step for all living things. It’s also true that engines and ultra high-pressure fuel systems need more lubricity than ever, to prevent equipment damage and premature equipment failure. Diesel-fuel lubricity is the ability to provide surface-contact lubrication that helps protect fuel systems. In diesel engines, rotary and distributor-type fuel injection pumps rely on fuel as lubricant. Increasingly sophisticated diesel fuel injection equipment runs at higher operating temperatures with high injection pressures, multiple injections, & finer tolerances—all requiring clean, lubricious fuel for performance & longevity.
Measuring lubricity is based on a rather simplistic test: a hardened steel ball runs against a hardened steel plate vibrating under load while immersed in fuel to give a “wear scar” diameter on the plate. It’s called the High-Frequency- Reciprocating-Rig test—HFRR. When the scar diameter is smaller, the better the results. The ASTM specifications (American Society for Testing & Materials) set 520 µm (microns) as the maximum wear scar for diesel fuel sold in the US. Some say it’s good enough. However, general industry agreement holds to the higher European standard of a 460-µm maximum scar. Fuel-injection equipment manufacturers got together and agreed: If over 460, their fuel-injection equipment might not meet expected lifetime performance and emissions targets.
They also said if you put in additives to increase lubricity, take care to use the right additive—but not too much of it. Too much conditioner causes internal pump-plunger and injector deposits. It’s actually come to the point where even equipment manufacturers accept biodiesel as a proven nontoxic & superior lubricity agent without the adverse effects of overdosing on other additives. But you still can’t get biodiesel in Alaska and it’s unstable, so you can’t store it or take it with you. Other than that, it’s great. We’ve put man on the moon, yet America’s diesel engines rely on measuring a scuff mark on metal. Seems almost barbaric. Caveman tools. It’s like the swine-flu shot: Should you get it? Does it benefit? Are there risks? Take in all the information, ask around, and make your own decision. And rest assured we will continue following this issue & revisit it here and on the blog again.
DURABILITY AND EFFICIENCY ARE MORE IMPORTANT THAN EVER!
This is the most challenging economy most of us have faced. There are fewer dollars available, so it’s time to take a look at how to save precious operating dollars:
Follow along on the above illustration, starting at the top and working in a clockwise direction.
MER Heat Shields-Neither high tech or expensive, we add intake heat shields where needed, to minimize heat transfer into the intake air supply. Result: Better fuel efficiency.
Better Filtration-Our engines are equipped with either dual-element, or cleanable, low restriction air filters. Our new intake air silencer will make life on the boat much more comfortable. Result: Better fuel efficiency and lower maintenance cost.
Safety Systems-Our engines are so smart that they know when to sound an alarm, derate, or even stop to prevent engine damage. Result: Saves replacing your engine at half-life due, for example, to a failed coolant hose.
Belt Tensioners-Our belt tensioners keep the alternator, coolant pump and accessories turning like they should. Result: Saves replacing a good alternator due to belt slippage.
Lube Systems-Our engine pre-lube pump fully lubricates the engine (or transmission) before you start it up. This saves engines wear. Our system is valved to to also pump out old engine oil at oil change time. Result: Engines last longer and are easier to maintain. You will never have to worry again about whether or not the crew tightened the drain plug!
Custom PTOs-Our pto drives provide powerful and flexible options for running your accessories. Auxilliary drives off the engine are also available. Result: No vibration or clutch slippage, just trouble-free and productive time on the water.
Anti-Corrosion Strategies-Deere Extended Life Coolant, and Pen Ray Need-Release coolant conditioners stop electrical activity in the engine cooling system. Result: Your engine will last longer.
Marine LED Lighting-We are finding that our new LED marine lights require only one eighth the power of conventional sodium ar quartz lights. If you use lights for night fishing, our LEDs will put more light in the water and require less power doing it.
Magnetic Filters-Our Fuzz-Buster transmission filters grab and hold the small metal paticles that wear-out your transmission. Result: Longer and more dependable transmission life.
Fuel Priming Systems-The MER Diesel Prime system makes fuel filter changes and start-up easier and faster. Result: No more “grinding” on the starter motor to prime the fuel system.
Custom Engine, Transmission, and Generator Mounts-Our mount kits enable you to mount any equipment in a secure, vibration-free manner. Results: Provides for easy alignment and very quiet operation.
Compressed Air Systems-Our direct coupled engine-driven compressors supply large amounts of compressed air at a pressure of 120 psi. The compressors are “drive-thru”, meaning that additional accessories can be driven off the back of the air compressor. Result: No noisy electric air compressor on-board.
Exhaust Systems-Cowl and EM exhaust silencers, when coupled to high quality flex assemblies, provide quiet performance that lasts. Result: Lower over all maintenance cost.