Printable product specifications are available in PDF or HTML format. To view in PDF, click here. If you don't have the Adobe® Acrobat® Reader, please click here to get it. To view in HTML, please click here. Sales requests by email are available.

Removing heat from marine components using sea water presents some complicated problems. Sea water is not just a solution of salt and water. It can and does include many other minerals, bio organisms, chemicals in and out of solution, gases, and etc. The actual composition varies with locality, temperature, and depth from the surface. The free oxygen in the water combines with the salts and produces corrosive chemicals that attack all known metals, some worse than others. The degree of corrosivity varies with composition of the sea water, temperature, and the amount of free oxygen in the water. Most marine diesel engines operate at cooling water temperatures in the area of 180 to 210 degrees F. to improve the combustion process.
 
With this in mind, we would like to direct your attention to three significant areas of concern when using sea water as a cooling medium in marine engines.

1. The corrosivity of sea water increases with temperature.
2. Salt begins to precipitate from solution at approximately 135 degrees F. and plugs the cooling passages
3. Contaminates in the sea water, including pollution, fine sand, calcium carbonates, etc. collect in the small crevices of the cooling passages, causing blockages

And we haven't even discussed crevice cracking, impact pitting, galvanic action, and a host of other potential problems.
 
In our opinion, there is only one solution for a water cooled engine. Use fresh water, and transfer the heat to sea water thru the use of a heat exchanger. Of course, the heat exchanger will be subject to all of the above potential problems, but it is a lot cheaper to replace than an engine. Ask the question: How many U.S. made diesel engines are sea water cooled?

The Farymann engine utilizes a water cooled cylinder and water cooled cylinder head. After circulating around the cylinder cooling passages, the water is directed into the cylinder head thru two connecting tubes located on the outside of the cylinder head gasket. This feature totally eliminates the possibility of water leaking into the combustion chamber. The output flow from the cylinder head is thermostatically controlled to maintain proper temperature.

The assembly is sealed inside of an aluminum sleeve. The thermal conductivity of aluminum is ten times greater than stainless steel.

Stator and sleeve are enclosed in a water cooled housing.

The end cover provides the bearing support for the rotor.

The oil cooler is an oil to water heat exchanger designed and made by Entec West. The design keeps the oil temperature within 210 degrees F.

The heat exchanger is an U.S. made fresh water to sea water heat exchanger with Cupro-Nickle tube bundles and removable end caps for easy service. It is made by Sen-Dure

The dual pumps are manufactured by Johnson Pumps located in Sweden. The front pump is for engine coolant and the rear pump is for raw water. Both pumps use the same type impeller.

Engine driven coolant pump by Johnson, and remote A.C. powered, magnetically coupled sea water pump by March.
 
Engine driven magnetically coupled coolant pump by Entec West, and remote A.C. powered, magnetically coupled sea water pump by March.

Our bell housing, generator housing, exhaust elbow, coolant reservoir, and base are poured from A-356 aluminum alloy and heat-treated to T-6. All casting are chromated for better paint adhesion.

Included with the generator is an engine control panel that can be remotely mounted. The panel and engine are pre-wired with plug type harnesses so the included thirty foot extension harness can be plugged in. The system description is located in the operators manual.

The noise generated by the unit comes primarily from the engine. Because the engine is direct injected, it will be slightly louder than an in-directed injected engine, however this disadvantage is offset by the fact that the Farymann Diesel does not use glow plugs and can be handcranked started in an emergency.

The Entec West sound enclosure consists of a stainless shell shell lined with specially developed acoustic material. The material is a four part laminate, consisting of a damping layer next to the shell, followed by an isolation layer, a heavy weight barrier, and then a one inch thick absorption foam. The surface of the final foam is textured to reduce reflection and improve absorption.

Air for combustion is drawn from the outside, and routed thru a baffle system to eliminate noise escapement. The air is direct connected to the air intake manifold of the engine to prevent drawing warm air from inside the enclosure.
 
Our enclosure has been tested by an independent lab with the results rated at 63 Dba at a distance of slightly over three feet.
 
The enclosure is 16" wide by 23.25" long by 20" high. The combined weight of the generator and enclosure is 234 lbs.