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8 07 2010


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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.

The optional aluminum skid shown here also carries the fuel and hydraulic oil tanks.

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
 Anti-vibration mounts.

The direct driven pump is shown in this photo.

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, 
Variety of hydraulic filter options: 
 Quick disconnect hydraulic connections, Custom base frame geometry, base frame materials in steel, galvanized steel, stainless steel, and aluminum.
 Integral fuel tank and or hydraulic oil reservoir, Integral drip pan, Engine driven air compressors, AC Generator opposite the hydraulic, pump drive.

Important components are labeled in this photo.

Introducing MER Trainers, Herb Knight and Bobby Kilker

19 04 2010

 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
Office Hours: 7:30 -5:00 Monday through Friday
This course is engine specific and is designed to increase profitability of companies by decreasing engine related downtime, and catastrophic failure repair costs.
The class will be a hands-on learning experience, taught using actual engine components and drawings to help students identify engines and their components.
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:
      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
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. The student will get their hands dirty!
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 for times and dates of classes on your specific engine.

New MER Silencer Mounting Brackets

5 04 2010

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.

11 01 2010

Big Blue "Su" Saves Fuel

Big is Beautiful. We’ve been selling Isuzu engines since the ‘60s and this is the biggest factory marine version to come to the US. With a 505-hp (M-1) tugboat rating @ 1800 rpm, up to 671 hp (M-3) seiner/longliner rating at 2100 rpm, the 6WG is so well balanced it idles at 450 rpm. It’s the most fuel-efficient Diesel we’ve seen in this horsepower range. This is the engine for longevity, durability, & quiet. Isuzu quality control is legendary & they withstand a lot of abuse—always a popular feature in the fishing industry.

This Isuzu owes its efficiency & endurance in no small part to the high-pressure common-rail fuel (HPCR) system and dry-fit chromium-plated cylinder liners. With 4-times the hardness of cast-iron liners and much lower friction levels, the liners themselves don’t show any wear after 1000s of hours of use. We have literally had engines overheat, seize a piston, cool down, restart and run for years, usually without damage to the cylinder liners.

Dry-fit liners aren’t susceptible to water erosion because there is no direct water contact with the liner–no possibility for pits or cavitation, no O-rings to fail that could leak water into the crankcase. In fact it’s the same cylinder-liner system used in their smaller engines. You want a tough reliable main from 505 hp to 671 hp, stop by our showroom at 338 West Nickerson St., in Seattle.

The 6WG1 is going to replace a lot of engines out there. All you 58- to 100-footers take note. 6WG1 Fuel Economy—The Proof is in the Repower

Ultra-Low Sulfur Fuel Lubricity Update

10 12 2009

Deere's Common Rail Fuel System Reduces Emissions While Increasing Efficiency

Everyone’s asking.
Should you use lubricity additives in this new Ultra- Low Sulfur Diesel fuel, or not?
The 2006 deadline for new Ultra-Low Sulfur Diesel-fuel standards in the US has come and gone, and with it the expected loss of fuel lubricity as well as companion standards mandating the oil industry restore lubricity with additives. So we wouldn’t have to worry about it.
Well, if only that were true. It is true that reducing sulfur from 500 ppm to 15 ppm decreased the fuel lubricity and corrosion inhibitors—and also decreased the sulfur dioxide emissions bad for all living things. It’s also true that engines and fuel systems need lubricity to prevent equipment damage and premature equipment failure. However, it is not true that the sulfur the same oil-refinery process to reduce sulfur that also removes natural fuel-lubricity agents.
Really–it’s not the sulfur. Diesel-fuel lubricity represents the ability to provide surface-contact lubrication that helps protect fuel systems. In diesel engines, rotary and distributor-type fuelinjection 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.
All true. But the road to cleaner air emissions was paved with good intentions. Then the fuel industry lobbied for more relaxed lubricity standards, manufacturing industries compromised, & the bar got set pretty low.
Measuring lubricity is mostly based on a rather simplistic test—hardened steel ball on hardened steel plate vibrating under load while immersed in fuel to give a “wear scar” diameter on the plate. The old High-Frequency- Reciprocating-Rig test—HFRR. Smaller the scar diameter, better the results. Then 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. Bad things can happen, like 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. So, should you use additives or not? Probably. It’s like the swine-flu shot: Should you get it? Does it benefit? Are there risks? Take in all the information, ask around, make your own best decision. And rest assured we will continue following this issue & revisit it here and on the blog again.

MER Produces Problem Solvers!

24 08 2009

4045-Making it Better-5 for blog
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.

MER Mounts Save Time and Dollars!

14 08 2009

Figure 1  The Final Welded Mount Foot Fits Perfectly

Figure 1 The Final Welded Mount Foot Fits Perfectly

 Call Gary, Norm, or Brian at 800-777-0714 To Order Yours

Weld-up mounting feet are available from MER to
make engine, transmission, and generator mounting
much faster and easier.
The finished product, seen below, works with your
existing mount holes on the engine block or
transmission, to properly place the slotted plate, and
provide a place for the adjustable mount to fit beneath.

Figure 2   The Vertical Plate Can Be Turned Over If Need For Your Aplication

Figure 2 The Vertical Plate Can Be Turned Over If Need For Your Aplication


 To get to this point, suspend your engine,
transmission, or generator from a hoist or block  it safely in the position needed.

Next lay out the MER pieces as shown, and be sure to leave .5″ of threads below the slotted plate, to allow for later adjustment of the mount itself. Tack weld them, and do a careful trial fit, making any needed adjustments before the final welding.

Figure 3   Be Sure to Leave 1/2" of Adjustment Below the Slotted Plate For Later Adjustment

Figure 3 Be Sure to Leave 1/2" of Adjustment Below the Slotted Plate For Later Adjustment