John Watson said:
Duane, what would his cost be for your machines, Out the door loaded in his Ute?? Got to remember hie is down under and as my Mate The short one says, Things get bloody pricey when you figure the exchange and shipping fees.
John:
What's a Ute?
Right now, as I understand it, the exchange rate is in favor of anyone outside the US, spending money here.
I can look into the shipping and let you know on that.
Greenie:
True, we don't do water- cooled... Yet. That will come next year with the Elite.
However, air- cooled motors do cost less to replace and do not last substantially shorter- especially in the horsepower range discussed here. They cost less to replace for two reasons:
1.) They cost more, materially.
2.) They take more time to remove and replace, resulting in increased labor costs as well as rarely taking less than a full day to accomplish. (i.e., more down time)
By contrast, the engine can be removed and replaced in 45 minutes on any system I build- and have ever built. (As a comparison, water- cooled systems require shrouding, as well as being tied to the system in a much more involved manner than air- cooled. Simply removing a water- cooled motor from many HX systems made today can take 4 man- hours or more. And reinstalling one takes longer still.)
2.5" port size is standard on all of our systems now
Unlike many other systems, the ones I design use
no relays, electronic fill systems, solenoid- controlled Dema injectors, mix tanks, pulse pumps, etc. Yet, they do feature automatic temperature control via exhaust gas diverter (adjustable, of course), as well as a
seriously reliable chemical injection system that introduces no moving parts to the system.
They're also plumbed at
true 2.5" all the way through, from recovery tank inlet, to silencer outlet, with no, "orifice" anywhere along the way. That's extremely rare these days, with heat exchange systems in particular, due to the "desired" stress on the blower, loading the motor constantly and generating more heat. Both the Nemesis and Xcel are designed in a way that evades that situation. So, if you have a #36, it doesn't "act like" a smaller blower. If you have a #45, it doesn't act smaller (i.e., perform less than) a #45 is designed to do, in terms of maximum air flow.
One area that has had special attention from a design standpoint is maintenance and accessibility.
I have zero doubt that you'll find a HX system as easy to work on as these. I designed them that way. It took quite a bit longer to bring them to fruition as a result, but I simply would not settle for less. (They don't fit the industry- established norm of the owner not being able to understand and work on them. Instead, anyone can understand them in 5 minutes. And, should repair become necessary, most people can work on them without fear of botching the job.)
Proprietary parts are built very ruggedly. They simply won't wear out. (Diverters have bushings that are designed to wear. They're replaceable and keep the diverter in excellent condition, long- term.) And a large percentage of them are 304 Stainless. (All exhaust diverters are.) Yet, even those have been designed to allow easy disassembly for routine maintenance and inspection.
It's my standard practice, to send spare parts with systems we ship overseas. (We have shipped to New Zealand.) Those parts for a HX system include an extra temperature control, rebuild kit for the Cat pump, O-Rings for the pneumatic cylinders and rebuild kit for the exhaust diverters, extra belts and coupler, as well as a cleaning rod for the exchanger tubes.
That's about $100 in parts and it saves a lot of headaches.
Propane systems have similar kits included: Temperature control, gas valve, pilot assembly, Cat pump kit, belts, coupler.
I haven't decided what to include with the oil- fired systems yet, in terms of overseas kits.
It's simpler (for the customer and us- the manufacturer) that way- in case something does need attention.
Duane
