quote:

Originally posted by danalinscott: Reduce the cooling capacity of the incomming diesl fuel enough and you will find that IPs do not last as long as they would if you did not.

OK, then why are there no products on the market that help cool the diesel before it enters the IP? You would think that there would be a bunch of them, especially if they would prolong the life of a very expensive IP.

See this page from a typical, basic, diesel manual. Like most diesel manuals it says "Excess fuel...cools and lubricates the injection pump and nozzles".

For companies that make fuel COOLERS, see Kuhler's web page, or Hydro web page.

I have some Bosch tchnical manuals at home, in addition to the SAE Fuels and Lubricants Manual from a few years ago that also describe fuel temperature limitations and Injector pump temperature management. I'll post their recommendations when I have time.

I have not seen a specific temperature listed that will cause damage to an injector pump. There may be a recommended temperature range given in one of the Bosch books. I seem to recall that the Bosch books list specific ranges of viscosities that the IP's are designed for.


Cheers,
JohnO

Thanks for the discussion guys- I'm going to replace the fphe and see how it goes- hopefully with diesel backflush on shutdown I won't gum it up. Other than that I can't think of anything else- the VO is good/no water and everything else seems 100%. I'll ketp the closed loop T return between the fphe and VO filter so I don't backflush my filter on shutdown.

Thanks again

Thanks for the heads up, I have never heard of such a product until now.

quote:

why are there no products on the market that help cool the diesel before it enters the IP? You would think that there would be a bunch of them, especially if they would prolong the life of a very expensive IP.

In normal use in unconverted engines diesel isn't passed through a high temp fuel heater or coolant/fuel heat exchanger. It's lubricity is not therefore lowered and no fuel cooler is needed. However there ARE quite a few diesel fuel additives that are designed to provide additional lubricity to diesel fuel. These are available mainly for those who believe that the ambent temps are high enough to justify the extra protection.

A friend tried a variety of different things to dissolve sticky goo in his fuel system, eventually finding that CRC carburetor spray cleaner worked best. It's most acive ingredient appears to be toluene. It might be work a "shot".

Cheers,
JohnO

Johno, please clarify, was that CRC carb cleaner that cleaned up sticky diesel goo or sticky WVO goo?

The original source for the goo wasn't certain, but was strongly suspected to have been a "bad" tank of purchased "commercial" biodiesel, not "diesel goo", but closely related to "SVO goo". It took a couple months to clear up, trying all sorts of things to dissolve the remains. The tank was eventually cleaned with and an assortment of hot water, detergents and solvents, leaving the fuel lines to be cleaned with whatever worked best. That turned out to be the CRC spray Carburetor cleaner.

I haven't tried it on polymerized SVO residue, yet.

Cheers,
JohnO

Do you know what the process was? Did fill the fuel lines w/ the carb cleaner, let it sit a few days, then blow them out with compressed air?

He stuck the little spray tube in one end of the fuel line and just sprayed it on through until it was clean. It worked pretty much instantly as I understood his description.

Cheers,
JohnO

quote:

Originally posted by friedfuel:
Sounds like my temps are reasonable then.

choke off your radiator with a radiator block controlled by a cable in the cab
until everything is up to op. temps.
insulate all your heated VO components then add additional shielding to protect form airflow.
engine compartments are a multi-directional wind tunnel.