An announcement regarding beloved friend, Larry Berlin

It is with great sadness that Mack Boring & Parts Co. announces the passing of Larry Berlin.

Larry was a fixture at Mack Boring and a driver to much of our success over the years, building wonderful relationships and developing students into best in class technicians and advocates for the diesel industry.

Larry started his career at Mack Boring in 1969 after a move from teaching vocational students in the Elizabeth Public School system. Larry was recruited by Edward McGovern, Jr. to establish a full time diesel training school with an emphasis on “hands on” development and experience. After an arduous undertaking of acquiring licenses and approval, ECTI (Engine City Technical Institute) was opened in September of 1969 as a fully licensed and accredited Technical School in the State of New Jersey.  

ECTI started with night classes, but quickly grew to offer day classes as the demand and recognition of this world-class program grew under the direction of Larry where he served as the School Director for 30 years (1969-1999). During this impressive time under the guidance of Larry, ECTI was acknowledged to be the best Diesel Technical Institute in the United States, and continues to educate Diesel Technicians today under the it’s new ownership by Lincoln Technical Institute. 

After 30 years of training bright minds at ECTI, many of which moved on to be leaders in an array of Diesel Markets, Larry took on Mack Boring’s needs and served as the head of Training Services where he lead both dealer training for our entire network as well as the hugely popular Yanmar Diesel Owner’s Seminars.

Larry retired from Mack Boring & Parts Co. in 2014, a loyal partner and mentor.

Larry’s dedication and loyalty was not reserved for Mack Boring alone, he left a lasting impact on everyone he came in contact with, sparked interest and passion in his students and loved hunting and fishing almost as much as he did teaching. Above all this, his adoration for his daughter Terri was unmatched.

Larry Berlin is and will always be missed. A true friend, partner, and industry legend.


It is with great excitement that Mack Boring & Parts Co. officially announces our new address in Somerset, New Jersey!

STARTING IMMEDIATELY please update your records and start sending mail and shipments to

Mack Boring & Parts Co.
245 Belmont Drive
Somerset, NJ 08873

Our existing facility has served us well over the past 50 years, and it was time to move into a new home where we can be efficient, more connected and set ourselves up for future growth and prosperity. This new facility reflects, and will help enhance our corporate culture all while better serving us to deliver on our customer promises more reliably.

Efficiency is key and having our entire operation organized under one roof will streamline communications, encourage more direct interaction and strengthen our processes – effectively making Mack Boring a stronger, more efficient partner and player in our industry.

YANMAR America’s Commercial Marine Division Grows Distribution Network

June 7, 2017
YANMAR America Corporation

YANMAR America’s Commercial Marine Division is excited to announce three new additions to its distribution network, Mack Boring & Parts Co., W.W. Williams and Antilles Power.

“We are very excited to add these three companies to our distribution network. Their long-term commitment to and history in servicing the marine industry will be invaluable to the continued success of our customers and brand,” said Terry Wallace, Sales Manager for YANMAR America’s Commercial Marine Division.

Established in the 1920s, Mack Boring & Parts Co. is one of America’s leading distributors of marine diesel engines, including YANMAR’s pleasure marine product lines. For YANMAR’s commercial marine division they will support the northeastern United States, including Maine, New Hampshire, Rhoda Island, Connecticut, eastern New York, New Jersey, Delaware, Maryland, eastern Pennsylvania, Virginia and North Carolina.

“Mack Boring and YANMAR have been partners since 1974. Over the last 43 years, we have worked closely to grow the pleasure marine business, and we are certainly looking forward to continuing this growth with the commercial marine product. The YANMAR 6AY engine fits perfectly in our current commercial product lineup, and will give our customers a reliable and efficient option as emissions regulations change,” commented Scott DuBrow, Director of Sales and Marketing for Mack Boring & Parts Co.

W.W. Williams has a history as long as YANMAR’s. Since 1912, the company has been providing experience and solutions, and today is one of the nation’s most diversified solutions providers for power generation, mechanical service and repair. Their efforts will be focused on Ohio, Michigan, eastern Tennessee, Georgia and South Carolina.

“As a proud YANMAR dealer since 2003, W.W. Williams has come to know the quality, reliability and value that YANMAR builds into their product offerings,” said Ricky Toone, Territory Sales Representative at W.W. Williams. “It is a natural progression for us to represent YANMAR America’s Commercial Marine Division’s introduction into the U.S. market with their heavy duty commercial marine line and heavy duty marine transmission line. We look forward to developing this product line in our territories.”

Since 1988, Antilles Power has been in the power generating business, including service and maintenance of commercial boats and engines. They will be a strong representative for YANMAR in Antigua, Barbuda, Barbados, Dominica, Dominican Republic, Grenada, Puerto Rico, St. Kitts, Nevis, St. Lucia, St. Vincent, Grenadines and the U.S. and British Virgin Islands.

“Antilles Power has been in business for almost two decades. When we engage on a business relationship, we evaluate many factors. YANMAR’s reputation, especially in regards to reliability and service, made them a perfect fit for us,” said Jason Hebert, President of Antilles Power. “Our partnerships are based on both parties’ commitment and dedication. We look forward to a long, beneficial business for many years between YANMAR and Antilles Power.”

For Full Press Release, click here.

Mitsubishi Introduces New EPA Tier 3 Diesel

Mitsubishi introduces new EPA Tier 3 diesel

Mitsubishi Turbocharger and Engine America Inc. (MTEA) has announced the introduction of a 684 hp at 1,800 rpm (510 kW @ 1,800 rpm) engine that complies with EPA Tier 3 regulations. The new S6R-Y3MPTAW-1 model is a propulsion-certified unit ideal for heavy-duty workboat repower applications, such as with tugboats, cargo ships and offshore vessels. It’s a high horsepower, high displacement and high mass solution that achieves Tier 3 compliance in a fully mechanically controlled package.

Featuring a six-cylinder design, the new S6R-Y3MPTAW-1 is a four-cycle, water-cooled diesel engine with direct injection and air-cooled turbocharger. Whereas most competitive engines in the 600- to 700-hp range feature an 18- to 19-liter displacement, the new S6R series model from MTEA has a 170 mm x 180 mm engine bore and delivers 24.5 liters of displacement — up to 29% larger. More displacement means the engine doesn’t have to work as hard to produce horsepower, which leads to longer service life. Also, this new engine offers up to 29% more mass (6,239 pounds) than competitive units, further promoting longevity by providing more physical engine mass to absorb combustion energy, Mitsubishi officials said.

Unique to MTEA engines, the new S6R 1,800 rpm model is able to meet EPA Tier 3 compliance without the use of complex electronic controls. Utilizing smart engineering and simple mechanical governor controls, the engine is more reliable, more fuel efficient and easier to maintain than electronically controlled alternatives. Further responding to market requests, the new model includes a mechanical boost compensator to reduce black smoke on acceleration.

The new engine is currently in production and available for purchase through the MTEA network of marine equipment distributors and dealers, including the following: Hatton Marine, Seattle; Mack Boring & Parts Co., Union, N.J.; Laborde Products, Covington, La.; Frontier Power, Delta, British Columbia; and Sansom Equipment, Truro, Nova Scotia.

Scania’s market reach grows with a key workboat contract – The reasons why are easy enough to see

Go east, young man, go east: Scania’s market reach grows with a key workboat contract. The reasons why are easy enough to see.

(Photo: Scania)
When Scania announced its recent deal with Potomac Riverboat Company, part of the Entertainment Cruises family, to deliver eight, EPA Tier 3, 500 HP DI 13-liter engines in 2017 to power its high-speed, low-wake water taxis in Washington, DC, it marked the beginning of what is so far a good year for the San Antonio-based engine manufacturer. The 88-foot vessels will carry 149 passengers and will be built by Louisiana-based Metal Shark, to specifications from BMT Designers and Planners.
The deal not only represents a significant number of individual engines, but more importantly for Scania, it cements the firm’s toehold in the red hot domestic ferry sector. Today, as much as 40 percent of Scania’s North American marine engine sales are made into the fisheries markets. Those markets, like the ferry sector, are also seeing boom times. Alberto Alcalá, Scania’s Sales Manager for Marine Products, told Marine News in February, “A lot of people are making investments into new boats and repower jobs [in the fisheries sector]. Some estimates up in the northeast put the wait to build a hull now up to two years.”
As for Scania’s market penetration, Alcalá explained, “East Coast sales – we’ve had others but in the passenger vessel market, we’ve had a lot more success on the West Coast. What’s important to us is this is new construction, not repowers. We love doing repowers but we’ve been trying to show off our ability to support the builders, the naval architects and the operators. We’ve had good success with our distributors and setting up dealers.” As it turns out, that’s exactly what tipped the scales for Scania on their latest sale.
Potomac Riverboat Company and Entertainment Cruises run a combined fleet of 38 boats in a wide range of cities, including New York, Chicago and Boston, offering dining cruises, sightseeing tours, private charters and water taxi services. “We chose Scania USA to provide the main propulsion package for the new water taxis for a variety of reasons,” said Bob Lawler, Entertainment Cruises VP Marine Operations. “Scania is able to meet our size, horsepower and weight requirements in a very fuel efficient and affordable package, which combined with Scania’s outstanding customer service we feel we have the perfect partner for this project.”
Alcalá added for emphasis, “They did their due diligence, research and talked to a lot of builders, architects and operators to learn more about Scania. When they understood what we could and would provide in help to everyone in the chain, that’s when they pulled the trigger.”
Why Scania?
Scania’s marine engine platform today includes a complete range of 9-, 13- and 16-liter benchmark engines for both propulsion and auxiliary applications. From propelling fast patrol craft to pushing heavy river barges upstream, there is a likely a Scania marine solution for any workboat application. Scania engines are available in EPA tier 3 ratings up to 900 hp, and the firm has also launched a range of IMO tier 3 engines for Canada.
According to Scania, marine engines must be compact, have easy-to-fit auxiliaries and be designed for easy servicing. But, for Scania’s fishing customers, reliability is the key. Speaking to his fisheries clients, Alcalá says, “They think it is bulletproof, the design is simple, the marinization is fantastic. It’s not an afterthought, as it might be with other engine brands. The displacement is the perfect size – we have 13 and 16 liter displacement. The power to weight ratio is phenomenal. The torque helps the guys get out of the water quickly and they are very, very fuel efficient.”
Looking closer, that reliability stems from a simple design philosophy, one which employs a modular block design that – even over the breadth of three sizes – employs as much as 30 percent in parts commonality. And, because so many parts are common to each engine, that means Scania rarely is out of stock on any part, when the customers come knocking. Alcalá reported that a recent internal ‘parts availability’ survey revealed that more than 98 percent of their parts were always in stock. In a business where time is money and down time drains the bottom line, that’s a key metric.
The modular commonality comes into play in other ways, as well. Because the Scania line is so similar, mechanics who are qualified to work on one engine will find that they can provide service to all; the 9-, 13- and 16-liter versions. And with the “one hole for each head” design, each with just three bolts per valve cover, mechanics changing out one liner don’t have to pull the entire head; an enormous time savings for operators. Any engine OEM will tell you that the fewer times the head has to be pulled and human hands inserted into the equation, the less chance there is for mechanical problems down the line.
Saving weight is the obvious way to reduce fuel consumption and increase performance of any planing vessel. Thanks to the superior power-to-weight ratio and compact dimensions of the Scania marine engines, boat designers have great opportunities to optimize operational efficiency and profitability. Alcalá adds, “Comparing us to our competitors in the 13 liter range, for example, our engine is a lot lighter for the same horsepower so just by definition, that’s more power to weight.” For operators, this advantage – several hundred pounds – translates into more passengers and/or cargo per voyage and/or the ability to carry a larger fuel load which in turn allows for greater endurance. In the passenger vessel sector, and taking into account the Coast Guard’s new and heftier passenger weight assumptions, this metric is especially important.
At a recent show in Canada, Scania showed its IMO Tier III solution, which uses SCR. Featuring documented reliability, fuel efficiency and operating economy, the new IMO Tier III engine range produces significantly reduced exhaust emissions with proven SCR emission control technology developed in-house. Compact design, unlimited adaptability and standard interfaces allow easy installation and seamless integration irrespective of application. Alcalá explains, “IMO Tier III is going to be our basis for U.S. EPA Tier IV. Right now, now Tier IV isn’t in effect until October 1 of this year for our HP ranges that we operate in (less than 1,000 kW).”
Looking Ahead
As the year begins, Alberto Alcalá finds himself all over North America, touting the Scania brand. But, that’s part of a well planned, concerted effort to boost that market awareness. That’s not to say Scania hasn’t been around this side of the pond for a while. They have. He explains, “I just last year was in Canada where an operator acquired a vessel that had 40-year old Scania engines on board. But, it’s been in the last nine years that there’s really been a more distributor and dealer focused plan to renew and strengthen our marine market presence. More recently, we just sold three engines into Canadian fishing boats. And, we had a dealer taking another engine for stock.” He continues, “Fishing vessels are our strong point right now, but passenger vessels are not far behind. With the Entertainment Cruise / Metal Shark order, I think it won’t be long before passenger vessels will rival our fishing boat sales.”
As for the workboats markets, especially on the inland side, Alcalá concedes that he has his work cut out for him. That said, he adds, “The workboat market is slow – not just for us but for everybody. That said; we secured just recently an order for two engines in that market, which is a positive trend.”
Scania today manufactures a wide range of truck, bus, marine and industrial engines. A true propulsion pioneer, the company employs approximately 42,000 employees with an annual turnover of $11 billion. Last year, it celebrated its 125th year in the business.
2017, says Alcalá, “has so far been a great year for Scania. It certainly has started out well.” With a powerful, lightweight and fuel efficient line-up of modular marine engines, that’s a good place to be. Already strong in at least two sectors and on the West Coast in general, the firm is looking to accomplish more. When they do, the compass is pointed east.
(As published in the March 2017 edition of Marine News)

In Memory of James “Jim” R. Blaney

It is with deep regret that we announce the passing of one of the Marine Industry’s pioneers, James “Jim” R. Blaney.

Jim was overcome by Non Hodgkin Lymphoma on February 9, 2017.

Jim, an avid sailor, joined the Mack Boring & Parts Team in 2008 as the Aqua Drive Product Manager, but Jim had been making a marked impact on the Marine Industry for many years.

It was34 years ago when Jim, the Founder, President, and passionate force behind Aquadrive Systems Inc., brought the innovative product to the US marine market. His introduction of CV joints and thrust bearings that greatly reduced noise and vibration added to the enjoyment of countless boaters lives.

Along the way he became a familiar face, a wealth of knowledge and a great celebrator of life.

Jim’s absence will be felt not only here at Mack Boring, but throughout an industry that he helped shape and advance through the last three decades.

Mack Boring & Parts will miss our dear colleague and friend and send their deepest condolences to his family and friends.

If you wish to contribute to Jim’s memory and legacy, the family has requested that memorial donations be sent in Jim’s memory to Leukemia And Lymphoma Society of NJ, 14 Commerce Drive, Suite 301, Cranford, NJ 07016


OXE Diesel – First Diesel Outboard Approved by EPA Tier 3

OXE Diesel outboard has been approved by EPA Tier 3

Cimco Marine is pleased to announce that its diesel outboard OXE has been approved by the United States Environmental Protection Agency (EPA). The OXE is the first diesel outboard engine approved by EPA Tier 3, for commercial use.

The mission of EPA is to protect human health and to safeguard the natural environment – air, water and land – upon which life depends. With the right engineering Cimco managed to develop and supply the maritime industry with an uncommonly robust, fuel-efficient and environmentally friendly outboard.

“OXE is the first EPA approved CI diesel outboard on the market. We are excited to be at the forefront of developing new technologies and leading the global outboard market to new emission levels” says Christer Flodman, R&D Technical Manager at Cimco Marine. “That’s one small step for OXE, one giant leap for outboard emissions”

“It is very important in this new market segment to have OXE receive the first EPA Tier III commercial certification for diesel outboards as production of these new motors begins,” says Tim A. Hess, President at Cascade Engine Center – OXE distributor on the U.S. west coast, in western Canada and western Mexico. “The demand for a reliable diesel alternative (outboards) to inboard diesel engines is extremely high as many customers buying gas outboards as an alternative would like longer engine life, more load capacity and greater fuel economy. The customer base for diesel outboards spans the entire commercial market from patrol craft, crew boats, water taxis, work boats, governmental and military vessels, fishing boats, etc.”

The EPA certification strengthens Cimco’s dedication to provide a sustainable and fuel-efficient diesel outboard. The OXE is a well proven diesel engine inherently more efficient than gasoline engines contributing to low fuel consumption. It consumes 42% less fuel than a comparable modern 200hp 2-stroke outboard.

Cimco Marine is the marine manufacturer behind OXE Diesel – the world’s first high performance diesel outboard engine. Setting new standards for durability, fuel-efficiency and low emissions.

For more information about the OXE Diesel, visit

Cimco Marine Delivers World’s First High Power Diesel Outboard

Hurtigruten receives 15 OXE Diesel outboards

The world’s first high power diesel outboard OXE is ready for operational use. Cimco Marine, the company behind the diesel outboard, has delivered its first engines to Norwegian Hurtigruten. It is a major milestone for Cimco after four years of thorough development, testing and validation, as well as a historical move for the maritime industry.

In 2012 Cimco Marine started to design the first generation high performance diesel outboard. The patented technology has enabled Cimco to develop, and now deliver, a robust drive unit that effectively transfers high torque from diesel engines. In March 2016 Hurtigruten accepted their first order of 15 engines through Cimco’s Norwegian distributor Link Norge AS, for use in Antarctica.

The OXE is an ideal solution for naval, military, rescue and commercial applications where safety, durability, performance and ease of service is important. Hurtigruten represents a respected trademark in the worldwide cruise market, essentially known for their trips across the Norwegian coastline described as “The World’s Most Beautiful Sea Voyage”. They offer explorer voyages in Antarctica, Greenland, Iceland, Spitsbergen and across the Transatlantic.

“We are honored to supply Hurtigruten with 15 OXE Diesel outboards. The engine’s key benefits – less flammable, easy accessible service points and more fuel-efficient – is perfectly suited for their Antarctic cruises.” says Per Wikheim, CEO at Link Norge AS. “Hurtigruten operates in various extreme environments, which makes them a perfect reference customer. With this delivery we have a fantastic journey ahead of us. It is a historical move for the future of diesel outboards. “

The delivered OXE engines will be installed on tender boats that operate with MS Midnatsoland its Antarctic cruises. One of the vessel’s first stops is the 18-day exploring voyage along the Chilean coast and Antarctica.

“Hurtigruten was specifically looking for a diesel-driven outboard, since it is less flammable and more fuel-efficient. We thoroughly compared various diesel outboard alternatives before we decided to go with the belt-driven OXE engine. We value its reliability, longer life cycle and easy accessible service points. It is crucial for us to have an outboard engine that can operate 8 hours a day and in various extreme environments.”, says Karin Strand, Field Operations and Expedition Teams Manager at MS Midnatsol, Hurtigruten. “The OXE was a relatively new product when we proceeded with our first order, but we felt comfortable with our choice. We truly believe in this product.”

With this historical delivery Cimco Marine now sets course towards full production speed. The work with implementing organizational changes and expanding its distribution network also continues.

Magnus Folin, CEO at Cimco Marine, says: “Thanks to great effort and thorough work by our staff, and support from our established distribution network, we have delivered the world’s first high power diesel outboard. We look forward to distribute the remaining engines of this pre-production, and commence full production speed according to our forecast, later this year. The fact that Hurtigruten has chosen OXE proves that it is a product that can be trusted regards to safety, durability, performance and ease of maintenance.”

Cimco Marine was founded in 2012, and is the manufacturer behind a patented outboard transmission, enabling the use of high torque diesel engines on outboard systems and in sterndrive solutions. During 2016 Cimco Marine launched the OXE Diesel – the world’s first high performance diesel outboard engine, setting new standards for durability, fuel-efficiency and low emissions.

For more information about the OXE Diesel, visit


Scania has been selected as the main supplier for Oshkosh’s H-Series Single Engine Blower US Tier 4f / EU Stage IV offering. These snow trucks will be operating globally at airports, municipalities, departments of transportation (DOT’s), and more.

The H-Series Single Engine Blower, powered with a Scania 13- liter Tier 4f engine, was recently introduced at the NEC/AAAE International Aviation Snow Symposium in late April.

“We chose Scania for several reasons. First, Scania offered us a Tier IVf emission solution that was SCR and light EGR, but no DPF. This was a critical requirement for our more northern customers such as Alaska. Second, Scania was able to provide us the SEB’s needed hp and torque requirements in a 12-13 liter platform. Third, Scania’s FEPTO (front engine power take off) ratings allowed us to drive the hydraulic pump size we needed for the SEB hydrostatic drive system. All in all, Scania was the best choice to meet several of our critical design requirements in the development of the SEB product. In addition, Scania has a world-wide service network to support their products and our customers. This was an important element in our decision process as well, since Oshkosh has world-wide distribution,” says Les Crook, Snow Products Manager, Oshkosh Airport Products.

“We are excited to expand our partnership with Oshkosh, to include supplying engines for their industry leading snow removal equipment, also within Oshkosh Airport Products. As time progresses, we expect to find a range of opportunities where both parties can grow their businesses, and the new H-Series Single Engine Blower is a great fit.” says Art Schuchert, Sales and Marketing Director, Scania U.S.A., Inc.

The H-Series Single Engine Blower meets the 2017 EPA emissions standards, allowing the vehicle to be power and energy efficient. In addition, the Scania SCR emissions solution requires no DPF.

Scania Powered Lobster Boats put on a clinic!

Scania put on a solid show this weekend at the 2016 Lobster Boat Races in Friendship Maine as the power plant for both “Blue Eyed Girl” and “Misty” powered by a Scania 650 HP DI13 and a Scania 650 HP DI12, respectively.

Both boats and crew put on a great show and were among the top performers with “Blue Eyed Girl” finishing first in her class and fourth in the ‘Diesel Free For All’ with a top speed of 39 MPH.


Photo Credits: Jon B. Johansen & Peter Emerson

Engine room walk-throughs save lives –

When was the last time you took a good walk-through your engine room? It wouldn’t kill you to take that walk, but if you don’t, it could kill you. It’s the heart of your vessel, after all.

So, let’s walk. First, make sure you wear your personal protective equipment because you don’t want to end up blind and deaf. Below, I’ve compiled the beginnings of a checklist that can help you keep your engine room squared away and safe.

  1. Hatches, ladders, and emergency escape scuttles: Do the hatches operate and are they tight? Do the ladders have good treads and are handrails are in place/secure? Are emergency escape scuttles are functioning and clear to open? (Don’t forget to check above them.)
  2. Lights: Do they all function? Bad things lurk in the shadows. Are battle lanterns working in case you lose power?
  3. Engines and generators: Are they clean and wiped down of oil? Are alarms and gauges in working order? Is there proper insulation and are heat shields installed to prevent hot spots? Are the pipes, connections, flanges, unions, and hoses tight and not leaking or weeping any fluid? Are the electrical connections in good shape and insulated? Are rotating machinery guards in place? Are the exhaust connections tight? Are flange shields in place? (These are fire retardant wraps wired around any place from which oils could leak. They are cheap and easy to install on pressurized flammable liquid systems, and I strongly recommend them.)
  4. Fire extinguishing gear: Are all the proper type fire bottles tested, tagged, and in place for use? Is the fixed extinguishing system tested, tagged, and ready to dump when needed?
  5. Deckplates: Are they all there and screwed down securely ? Are they clean of oil and not slippery?
  6. Hull plating, structure, and tank tops: Are they solid or cracked and leaking? Are voids labeled as confined spaces?
  7. Electrical: Are the switchboards all closed up with electrocution hazard signs affixed? Are distribution boxes tight, secure, AND labeled? Are proper fuses in place? Over-fusing causes fires. Are there any exposed electrical hazards?
  8. Wiring: Is it the right wire? Is it a rat’s nest? Is the wiring insulation in good shape, especially at any chafe points and through bulkheads?
  9. Batteries: Are they secure in their boxes with the covers in place? Are their connections clean and tight?
  10. Piping and Hoses: Are the pipes properly color coded and labeled? Are the pipe runs supported correctly? Are there any leaks—especially at joints and flanges? Is their penetration through the bulkhead secure? Piping includes fuel, lube oil, potable water, sea water, sewage, and even air. Check them all out, especially the hard ones to get at running under the deckplates and bilges. Are the hoses serviceable (not old, cracked, stiff, or leaking?)
  11. Valves: Do all valves have handwheels? Are the stems and packing in good order? Check leaks. Check the manifolds such as the bilge pumping and fueling systems manifolds. All valves should be labeled and a verified correct schematic diagram should be mounted next to the manifold, especially the fuel manifold.
  12. Ventilation: Is it working and is the ducting secure and clean? Are the on/off control switches working so you can set vent boundaries in the engine room to starve fires of combustion air?
  13. Pumps: Are they solidly mounted and labeled? Does the rotating machinery have guards in place? Are pipe and electrical connections tight?
  14. Sewage plant: Is it working properly and not illegally discharging improperly treated effluent? Is there a positive lock and chain on the overboard valve? You are required to positively secure the overboard.
  15. Grinders: Do they have their protective eye guards in place? Are they mounted securely in safe locations to work?
  16. Bilges: Are they clean and dry? Keep oil out of the bilge. Only a small amount of oil and oily water should ever be present because they feed fire and can pollute if not handled properly. There shouldn’t be any debris that could clog pumps. Do bilge alarms work?
  17. Alarms and safety placards: Is the oil pollution placard mounted and visible? Same for hearing and eye protection required labels. Is the General Alarm rotating red light functioning?
  18. Housekeeping: Is the space secured for sea? Is it clean and organized? Is there extra useless junk you can offload? Are flammables stowed away from heat sources like engines? Are there buckets of waste oil or used filters hanging around?

The items listed are not all inclusive, but it’s a start. You likely have other things to look at when you are down in the engine room, feel free to leave additional suggestions in the comments.

Sail Safe!


Great article from Tim Thomas at the ‘The Crew Report’ on the OXE Diesel Outboard!

Is the OXE Diesel outboard the future?

Tim Thomas

Swedish company Cimco Marine has developed the world’s first 200hp diesel marine outboard – named the OXE Diesel – in a move that could prove highly interesting for superyachts. Being able to fill your tender’s outboard direct from the main tanks not only simplifies the refuelling process, it also eliminates the need for carrying petrol and the associated safety equipment. It raises an obvious question – why were there no large diesel outboards on the market before now?

“The challenge,” says Jamie Clarke of Supacat, parent company to marine distributor Proteum, “has always been getting the right engine and the right packaging. A diesel engine with similar performance to a petrol version tends to be a lot more bulky and a lot harder to marinise. The clever bit with the OXE Diesel outboard has been getting the right size engine into an outboard style of delivery that can deliver the performance you need.”

The OXE Diesel includes a handful of innovations. First, it uses a belt drive system instead of gear linkages to transfer power from the engine unit to the propeller. This, in turn, means that the engine itself can be mounted at 90 degrees to that of a standard outboard, which means that a less specialist diesel engine can be used (see exploded view below). The result is an outboard unit of similar size and dimensions to a conventional two- or four-stroke petrol outboard for the same power output, the only slight drawbacks being slightly reduced performance off the line and a slightly reduced throttle response.

However, the advantages are plain to see. Not only does it negate the need for carrying petrol – and therefore complying with the concomitant safety requirements – but also running costs, available range and service intervals are all improved. Cimco cites comparative figures for fuel consumption at wide-open throttle of 43l/h for the OXE Diesel 200hp outboard against 71l/h and 73l/h respectively for equivalent 200hp four-stroke and two-stroke petrol outboards. The net result is that for the same performance and tank size the OXE Diesel four-stroke offers 70 per cent more range – perfect for exploratory trips away from the mother ship.

The advantages could also translate into operational lifecycle costs. While the unit price will be higher than the equivalent outboard (prices are still to be confirmed), the costs over the operational lifecycle are expected to be much lower. In standard commercial usage, the crossover for outlay and accumulated costs between the OXE engine and a petrol version should be around seven months. “After four years,” adds Clarke, “we think you would have spent five times more in lifecycle costs with a petrol outboard.”

With roughly equivalent dimensions – albeit with a higher weight – the OXE Diesel 200hp should also offer broadly similar performance to the petrol equivalent. “We’ve got a twin installation on a 10m Cheetah cat,” says Jeremy Paul, general manager of Proteum and distributor for the UK, Ireland and Channel Islands. “That’s a heavy boat, but we’re getting around 30 knots. Cimco have a demo boat in Sweden with a sleeker hull and a single engine that does around 45 knots.”

The outboard is suitable for a broad range of applications, and so far Proteum has registered interest from a diverse range of clients. “There’s a river taxi in Portugal that is using the engines,” says Paul, “and we’ve had a surprising number of enquiries from heavy workboats. But we’re also working on an OXE-powered Scorpion RIB for Necker Island. Basically, anywhere you’d use a 200hp outboard, the OXE Diesel is a direct replacement. It uses the same mounting as a Yamaha 200hp outboard, and the prop uses the same spline and shaft too.”

The 200hp OXE Diesel is expected to go into full production at the start of the summer, and units should be available to buy from July 2016. Further, Cimco Marine is planning to expand the range, with a variety of new units offering up to 400hp currently in development.

Visit ‘The Crew Report’ here –


Yanmar’s six-cylinder 6LY3-ETP diesel engine has been selected by Silver Arrows Marine to power its distinctive, new, 14m Arrow 460 Granturismo motor yacht, which has been designed by Mercedes-Benz-Style. A pair of the 5.8 litre units, each developing 480hp, gives the pre-production craft a maximum speed of approximately 40 knots and 26 knots for cruising.

The yacht, named Mercedes, is described by Silver Arrows as “a complete re-imagining” of luxury yachts in its category. She is the product of four years’ development by Silver Arrows Marine, a UK builder of innovative luxury yachts, in collaboration with Mercedes-Benz. Yanmar is a technical partner in the project.

The design of the yacht, with its long foredeck above a planing hull with a narrowly tapered freeboard, arched roofline and gently dipping rear, deliberately evokes the feel of today’s Mercedes cars. Beyond looks, an important part of the “sensual purity” of the design concept is smoothness and efficiency in operation. This is one reason why Silver Arrows Marine chose Yanmar’s refined and efficient engines to power the project.

Silver Arrows Yanmar Yanmar powers Mercedes styled motor yacht

“We know that Yanmar is a reliable company, with a philosophy that matches our thinking,” says Silver Arrows Marine CEO Jacopo Spadolini. “The Kaizen philosophy (of continual improvement) drives the strategies of both companies,” he states.

The spokesperson continues: “Another very important aspect is that the after-sales and assistance provided by the brand can be found all around the marine world. The Yanmar service points are extremely efficient, with very skilled engineers.”

The choice of Yanmar was reinforced by the fact that its marine engines are all purpose-designed for marine applications. For Silver Arrows Marine that ruled out competing marine engine brands whose product offering is largely automotive-derived.

After its launch on France’s Côte d’Azure in April, « Mercedes » is expected to be commissioned in June ahead of going into full production later this year. Looking ahead: “Building on our relationship with Yanmar, Silver Arrows Marine plans to create a new collaboration for engines that will be launched in the future ,” the boat company reveals.

Aquadrive CV Axles improve 34 ft. Navy boat

The new U.S. Navy 34 ft. high-speed patrol boats now utilize Aquadrive CV – constant velocity axles. The first few boats installed truck type U joint driveshafts. The U joints restricted the engine placement and contributed to the vibration and noise. Aquadrive CV joints eliminated the precise alignment demands required by universal joints and reduced the vibration and noise. Machinery placement, vessel performance, and stability were also improved. In 2007, the CV axles were tested, approved and installed on more than twenty of the new U.S. Navy 34 ft. water jet boats and are now standard equipment. SeaArk Marine designed and will build 29 additional boats, beginning in August of 2008. These 34 ft. patrol boats are used by the U.S. Navy Seals and are deployed worldwide. Continue reading “Aquadrive CV Axles improve 34 ft. Navy boat”

After 33,000 hours, Isuzu engine gets new life with Mack Boring rebuild

Rhode Island lobsterman Bill Long learned long ago that if he is good to his Isuzu E120 diesel, the engine will return the favor. After 23 years and 33,000 hours of service, rather than retire his “old friend”, Long chose to send the engine to Mack Boring to be rebuilt. The Isuzu stood up to the rigors of commercial fishing, including the continual start and stop demands of tending 300 to 400 traps per day, up to 40 miles offshore. The engine also powered the hydraulic system, running a hauler, winches and net drum. In return for routine maintenance, and a habit of keeping engine rpm’s in the 1800 range, the engine gave Long what Isuzu diesels are famous for — extended, profitable and dependable service life. Rebuilt by Mack Boring, the Isuzu is now ready to do it all again. Continue reading “After 33,000 hours, Isuzu engine gets new life with Mack Boring rebuild”

Repower homework pays off with $225,000 annual savings

Devin Taylor BoatUnion, NJ… At Vulcan Materials, choosing a repower engine for any tug in their fleet is a matter management takes quite seriously. For their recently repowered 66’ Capt. Ted, exhaustive research undertaken by Larry Gravely, Operations Manager, and Lin Dixon, Marine Maintenance Supervisor, paid off big time.

Rising to the Occasion

Vulcan Materials is the nation’s largest producer of construction aggregates, and a major producer of asphalt and ready-mixed concrete. Vulcan’s eastern division manages a fleet of 14 tugs that operate throughout the Mid-Atlantic states. Continue reading “Repower homework pays off with $225,000 annual savings”

Diesel Engine Seminar Preps Sailor For 10 Years Of “What-Ifs”

Devin Taylor Boat Union, NJ… It’s routine for ocean voyagers to familiarize themselves with diesel engine maintenance. With a 10 year circumnavigation just months ahead of him, though, 52 year old Devin Taylor was not content with just understanding how to change fluids and filters, replace a belt or service an impeller.

A Dream Fulfilled

For Devin Taylor, a lifelong dream was soon to become a reality. Having just retired as an industrial engineer, the time in his life is right to make his lifelong dream a reality. Together with his wife Liz, the Taylors had thought about the voyage over the years with increasing seriousness. Their association with fellow sailors at the Island Packet Owners Association, the Seven Seas Cruising Association, the American Sailing Association and the US Power Squadron, built their confidence and helped them understand the prudent preparation steps. Devin and Liz each committed to building their skills in disciplines that would help them in their travels. They acquired advanced pilot training, celestial navigation, weather and ham radio skills. Liz would learn Spanish and become proficient in first aid. For Devin, the learning was to include French and an understanding of their diesel engine.

Fellow sailboat owners recommended the diesel engine maintenance seminar taught by Larry Berlin at Mack Boring & Parts of Union, NJ. It promised to familiarize Devin with the inner workings of his Yanmar engine. The advice made sense, considering all the “what if’s” that can arise during a 10-year voyage. Devin was very enthusiastic about attending the class at Mack Boring saying, “I was attracted to Mack Boring because they take it much further by allowing students to actually find, touch, and dismantle engine parts.” This type of teaching style gives students more of a hands-on learning experience, better preparing them for engine malfunctions that may occur while out on the water.

The Journey Begins

Devin Taylor BoatPrior to their departure, the Taylors sold their house and spent nine months as “liveaboards,” residing on their 1997 Island Packet 45 “SV Moosetracks” in St. Petersburg, FL. He has owned his IP45 for the last 5 years and has been sailing now for a total of 10 years. The couple set out from Florida as planned on December 12, 2012 and sailed to the Bahamas, where they will stay for a couple of months. From there, they will sail up the East Coast to Long Island, returning to the Caribbean following hurricane season. Their plans to date are to spend 12 months around Trinidad and then head off towards the Panama Canal. They are not yet sure where they will end up after their stay in the Panama Canal area, but they are hoping for smooth sailing for the duration of their journey.

Devin feels much more comfortable about his trip now with the knowledge he obtained from the engine course taught at Mack Boring, saying, “The confidence to tackle larger projects was something I will really appreciate and value. This is something you certainly want to practice before doing it alone in a remote anchorage.” The highlight of the course for him was entirely stripping his Yanmar 4JH2-TE down to the block and then completely rebuilding it to have the engine start again by his own doing.

Leaning on his discipline as an industrial engineer, Devin comments that “I have discovered in my career that I really learn systems by hands-on use and the diesel engine was no exception. The course allowed me to dismantle 3 engines similar to my own and thoroughly understand the practice of how to service them, replace worn or damaged parts and bleed the air from the fuel lines to re-start. We literally removed every major part from the engine; raw water pump, fresh water pump, fuel pump, fuel injection pump, valve assembly, fuel injectors, head, starter motor, turbo, heat exchanger and lots of ancillary parts. Some very useful insight was also gained as to how the wear on each engine differed and the instructor, Larry Berlin, was very versed in their history so he could relate to how the wear, or lack of, came into being.”

The knowledge gained at Mack Boring, as part of their in-depth training regimen, should aid Devin and his wife enjoy a happy and safe 10-year voyage and ultimate return home.