hi Dave!
you're talking about the "in-cylinder post injection," or "late post
injection" issue, right?
there's a ton of information available now on this topic (and i'd
encourage anyone thinking about buying a new diesel to get themselves
informed on it), but i've never heard the 2006 date before,... did i
perhaps misunderstand you, and you mean *after* the 2006 MY? i've always
seen everything stated as the 2007 (or even 2007.5) MY most mfrs started
using late post-injection, in order to meet the emissions regulations
that went into effect in 2007. (Dog knows they're rarely eager to spend
the money to meet a standard in advance!)
FWIW, i'd heard that VW would still allow the use of B5 based on
their testing showing that they didn't have an unacceptable amount of
oil dilution at 10,000 miles on 5% Biodiesel. (i found conflicting info
in a quick search on other brands, so i'm not sure about BMW, Mercedes
or Audi.) there have also been some legal arguments that warranties
could not legally be denied based on the use of a fuel approved for
highway use, but i wouldn't push that one on my own vehicle when it's
obvious there's a problem. (seeing the oil levels rise on some of the
'clean diesels' around here that tried using B99 was spooky until it was
figured out what was going on... but the problem was exacerbated on the
examples i saw by the fact that they were mostly in in-town use and saw
relatively little highway time to heat up the crankcase.)
from what i've been hearing, there are some kits out there now for
some rigs that will reprogram the computers to eliminate the last
post-injection and replace the cat, but of course, that wouldn't be
legal, so i don't know anything about it... ;-*
cheers!
e
dave walton wrote:
All the diesels sold since the 2006 model year have an emissions
system that is incompatible with biodiesel. The particulate filter has
to be periodically purged by dumping fuel into the exhaust to bring it
up to temperature and burn off accumulated crud. All manufacturers
except one have accomplished this by triggering an extra injection
pulse during the exhaust stroke. Unfortunately, biodiesel does not
fully vaporize. Some will pass down the cylinder walls, past the
piston rings and into the oil sump. There it polymerizes the oil,
turns it into a solid, kills the engine, and voids the warranty.
Caterpillar put an extra injector in the exhaust manifold and does not
have this problem.
If you have a 2007 or later diesel, I'd consider skipping biodiesel altogether.
-Dave Walton
On Tue, Nov 10, 2009 at 9:07 PM, Redghost <redgh...@comcast.net> wrote:
It was a while ago, around 2004 that we ran B100 in the cars from a small
distributor. Not sure who made his stuff, but SWMBA forbid any B mix above
50%. When that happened issues went away, and the new parts have not
failed.
clay
On Nov 9, 2009, at 5:31 PM, ernest breakfield wrote:
Clay,
jeeze,... if BioD was getting to where it could eat valve seal covers and
engine mounts, i'm not sure you can blame the BioD; it sounds like you were
*starting* with catastrophes... ;-)
but seriously, considering how long i've been able to run pretty much
straight BioD without any issues in my '85, if you had lines getting chewed,
i'd be questioning the processing methods of whoever was supplying your
BioD.
cheers!
e
Redghost wrote:
I did have issue with B100 in that it ate the lines twice in both Gump
and the E300D, ate the valve seal cover, dissolved engine mounts, and
various other catastrophes. The '95 had original fuel line and replacements
were supposedly Viton, but turned out not to be. Once I got the real viton
lines, the issue of melting went away.
clay
On Nov 8, 2009, at 5:05 PM, ernest breakfield wrote:
B5 isn't strong enough to give you any of the downsides of BioD, but is
enough to replace the lubricity in the fuel that was lost in the switch to
ULSD.
i seriously doubt that it's likely to be strong enough to do much of
anything in the way of cleaning out any built-up gunk in the fuel lines.
by the time your '92 was made, many companies were already switching to
fuel hoses that are supposed to be BioDiesel-compatible; odds are yours may
be BioD-compatible already, but if not i wouldn't worry about it anyway.
in my own personal experience and after watching the thousands of cars
in the Biofuel Oasis fleet here in Berkeley, i think the concerns of
BioDiesel use are heavily overblown in the press (and online forums). when i
switched to B100 in our '85 (at ~121K miles), i changed the fuel filters at
each of the next couple of oil changes, though there was never any
indication that there was any need to.
likewise, i swore i'd keep an eye on the fuel lines (like i would
anyway with any 20-year-old car) and change them when i saw any indication
of any need to; it's been 6 years and 65,000 miles so far, and i'm still
waiting to see any indication of any impending failure.
bottom line? do it and forget about it; you'll probably never notice
any difference except that it might idle a tiny bit smoother, and you'll
have an extra 45ยข/gallon in your pocket.
cheers!
e
waltlas...@juno.com wrote:
There is a local station here selling B-5 Diesel for 45 cents less a
gal. than pure Diesel. My question is: Can I use that safely in my 1992
W140 300SD/S350 Diesel, with normal Diesel hoses, etc?
Walt Lasher
Seattle
1992 S350 Diesel
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