My car has a conversion by Elsbett (www.Elsbett.com), but since I bought it already converted I'm not entirely sure what all is involved. What do you all know about Elsbett systems?

If nothing else, if we have an entire discussion area dedicated to Single Tanks, we might as well have a thread dedicated to Elsbett...

Dan

See my tag, minus the ILH. That's Elsbett.

Where in Oregon are you?

I'm in Grants Pass. In your signature line, what does "FPHE" mean? And block heater I assume keeps the engine warm overnight, such as is used in cold climates? Lastly, what is ILH?

Sorry for the questions, but thanks a bunch for the answers!

Dan

http://biodiesel.infopop.cc/eve/forums?a=search&reqWord...rum_scope=1521076562

Thanks for the search for threads that discuss FPHE. Can anyone tell me what these letters stand for? And ILH?

I have done lots of reading on here already, and in other forums, but it seems like I only find the abbreviations and no definitions.

Or do we have an area that explains the lingo, and I've just missed it?

Thanks!

Dan

Flat Plate Heat Exchanger. Injector Line Heaters. I think that there is an explanation of terms here in the stickies, if not, look at Burnveg,com

Oh, the block heater was also not part of the Elsbett system.

You should find out how long the system has been installed, and how the previous owner processed his oil. I had to change my glow plugs recently (which were part of the system), and it really improved my cold starts. You also need to do regular maintenance on things like valve adjustments in many diesels. This is especially important when running on VO. What is your vehicle?

Thanks for that information. I looked up the Flat Plate Heat Exchanger and recognize it as a part of my system as well. I've always called it the coolant/fuel heat transfer box, or similar, for lack of knowing the technical term.

I do not have Injector Line Heaters, but recently put them on my "must have" list.

The motor was recently rebuilt after a valve failed and bloodied the piston, piston housing, injector, glow plug, etc. At that time (early summer) the other injectors and glow plugs seemed to be in good shape, although I needed a new glow plug harness. So I replaced the damaged injector and glow plug with new ones from Elsbett and had the good ones reinstalled.

Oh yeah, I have a 99.5 Jetta.

Thanks again - your help is greatly appreciated!

Dan

jburke has a VW with an Elsbett system. You should look through some of his posts and maybe PM him for advise about your vehicle. I know some models need special attention to avoid problems, and it would be a good idea to find out from someone with lots of mileage on one.

I just realized that I derailed my own thread. I have several threads out here and in TDI Club asking for info and advice for my car. I carried over those thoughts onto this thread. Sorry!

What I'm really after with this thread is just to give folks a spot to discuss Elsbett in general, and what our experiences have been using their systems.

Dan

quote:

I have several threads out here and in TDI Club

The only good info you'll get at TDIClub is from DarrenUK. I would ignore any info specific to Elsbetts from any other source.

I'd be glad to answer questions.
There's a lot of info on my site linked from my sig. too.

Do you have the manual that came with your kit?
Thats necessary.
Do you know how to operate the fuel shut-off valve?

I did see your question on the 11mm vs 10 mm pump. DArrenUK gave a good response.

I have asked Alexander at Elsbett several times about 'fatter injectors' on behalf of people interested in the kit. He always answers that Elsbett does not support modified injectors.

Do you want power or long engine life?
Getting both requires a lot of knowledge, time and tools.

jburke - I came across your website last year some time and devoure it! Thanks for posting such detailed information.

Yes, I could tell that DarrenUK really knows his stuff, and that he cares enough to help out a newbie. It gives me more confidence hearing from others that I can put stock in his advice.

I do not know how to operate the fuel shut-off valve.

I want long engine life and fuel economy. I'm not into sports driving or burning tires or anything, and the car as it was originally built seems to have all the power I need for my kind of traveling.

Thanks!

Dan

I'm not the only one who knows about Elsbett stuff who posts at Tdiclub. There are a few others with experience

I worked at a company for a few years and part of my job was fitting Elsbett kits so I know them quite well.

If you want to learn about what Elsbett equipment you have on your Tdi look at the links under the 'Pure plant oil single tank' section of the Tdi page at OBED (the Audi has practically the same engine as your have in your car and the American workshop converted a golf)
http://wiki.obed.org.uk/index.php?title=Volkswagen_grou...gle_tank_conversions

Thanks so much! I feel like an idiot because I have to ask so many questions, but at the same time it's exciting to be learning about my car and the Elsbett system. Admittedly I should have chosen something else for my first WVO experience (and my first diesel experience), but I've already taken the plunge!

I'll check out that other site. It's good to know that there are experts around who are willing to share their knowledge.

Dan

Shouldn't feel like an idiot. You've know way of knowing what you have and how it all works. I read posts here about an Elsbett installation and then fitted one myself before I understood how they worked.

The Tdi kits are a bit different to others.

It's COLD outside!!

Started my Elsbett single tank yesterday night running 40% Canola SVO 60% diesel at 9*F,-13*C.
I just double glow plug cycled and it started w/o smoke. I manually fed some fuel , about 6 pumps on the ball pump, opened the backup fuel filter valve for the first 10 minutes and it ran fine. The limit seems to be the main fuel filter. If the fuel is too thick, it can't get through. You'll know because the engine will stumble and refuse to put out any power in the first couple minutes, and may stall.
When it would, I'd have to open the backup fuel filter valve and pump 15-20 times on the ball pump to refill the main filter.


Previous day same blend at 15*F and only 1 g.p. cycle, it smoked a couple seconds at startup.

Interesting to hear that you are finding the filter size is a limiting factor.

I guess we should also be looking at overall restriction and how hard the pump has to suck.

Could you get away with less diesel in your blends or are you finding you have issues if you don't blend at these levels?

I guess you have seen the video of Niels Ansos' Elsbett converted Citroen starting at -10 *C (14*F) on 100% cold pressed rapeseed (aka canola)?

http://www.dajolka.dk/rapsbil/xantia_cold_start_at_minus_10C.WMV

IIRC He had advanced the timing on this car.

The Citroen has a IDI engine (XUD engine) similar to the IDI VW engine. This engine is used in quite a few vehicles - see http://en.wikipedia.org/wiki/XUD

Other info about Niels' cars http://www.dajolka.dk/en/our_ppo_cars_overv.htm

He says he only has to mix his rapeseed with 15% diesel in his VW Tdi van (Basically the same engine as you but with an extra cylinder) to run year round in Denmark where it gets quite cold. If he uses his block heater for 15 mins he gets good starts on pure oil.

All your hand pumping kind of suggests you may have excessive restrictions or a dodgy fuel system joint/component that is letting in air. The harder the pump has to suck the more chance of drawing in air.

I think the bulb pumps can sometimes be problematic - think it was recommended by Elsbett to only fit them when priming system and then remove (either them or it would have been one of their major service partners who found it better to remove them)

Many people here run WVO single tank and have to run blends in our relatively warm winters and I suspect that a large part of the reason they have to blend is so that the cold fuel can get through the filter.

I've been wondered how things would be if a decent gear pump was pushing as hard as it safely could against a large filter. Could maybe negate the need for blending until temps were much lower?

I sell filter heads that take twin filters and run parallel flow. These are for both CAV/Delphi sandwhich type and Bosch spin on type filters. The CAV sandwhich units can be fitted with an extended filter element that gives twice the flow. With the twin head you would get 4 x the flow of your average auto filter - if you've got the room to mount it.

Best

Darren