Mark (and Darren,) I think that cold oil in the fuel injection pump isn't a problem because of "gumming" - it's only a problem if the cold oil's still cold when it reaches the combustion chamber, or the pre-combustion chamber. Elsbett gets around this cold oil problem in two ways - via the glowplugs that get hotter (we think) and (for sure) stay on longer than normal 'plugs, and by means of the heated fuel filter. And, as you point out, the special injector nozzle bodies and nozzle valves that Elsbett provides - plus the fact that they have you take your injectors to your local Bosch injector shop to turn up the opening pressure may both also help cold oil combust.
Neoteric's VEG-Therm would also probably help - that is, if one were attempting to create a DIY one-tank system. If you plumbed a VEG-Therm into the system after the fuel injection pump and before the injectors, you'd be ensuring that you had hot fuel to (easily) combust. The absence of flushing of WVO or SVO via biodiesel or dinodiesel in a one-tank system does, I think, make it very important that you're completely combusting your fuel - as Darren points out. Otherwise, you might get the dreaded "injector coking" that we hear about. Easy to check for by removing an injector or two. As far as Gray's Powersmoke - I sent Gray to see Mac Jacobson, the best diesel mechanic I know, and Mac drove it, and thought it seemed fine, and he sent Gray away with a couple of cans of LubraMoly diesel purge to run through the engine. (And it's occurred to me that running LubraMoly on a regular basis through any engine running WVO/SVO - single-tank or two-tank - isn't a bad idea, just in case you might be getting a little injector coking. Either that, or pull the injectors regularly to check 'em.) Craig girl mark wrote: > I don't remember where I got that info- I thought it was standard > thinking > on svo conversion but that some people didn't pay attention to it, > hence > Gray's problems that he thinks might be due to long-term effect of > incomplete flushes. I got my svo education from a whole lot of sources > over > the last few years, since the beginning of the svo movement here- so > it > could be old or wrong info if you're not finding it in standard > thinking > over there now.- I've heard and read so much that I disremember the > exact > source of where I got that- through several years of going to people's > > workshops, talking to a lot of people, and being on the vegoil-diesel > and > other lists, and reading a lot of stuff, both that linked all over the > web > and put out in print by various kitmakers and other svo enthusiasts. I > > thought that elsbett gets around all of this via the injector changes- > that > the higher pressure and different injector nozzles are less sensitive > to > clogging via cold oil than injectors optimized for petrodiesel are. I > was > also wondering how elsbett gets around this issue in pumps- though > remember > that some pumps are built much beefier than others, and that Elsbett > doesn't recommend singletank for every vehicle, only some vehicles and > some > pumps. I think that Gray has one of the engines that elsbett doesn't > recommend singletank for, and his power loss/noise/wear problem is > eluding > the several things he's done to try and diagnose and fix it. somebody > > certainly correct me if I'm wrong on this gumming issue. > > mark > > > > > At 08:49 PM 1/21/2003 +0000, you wrote: > > > > > > From: girl mark [mailto:[EMAIL PROTECTED] > > > Sent: 07 January 2003 18:41 > > > > > >Girl Mark said: > > > > > slightly offtopic to what you're talking about above: > > > > > > Since we're talking about viscosity, I want to remind people > > > that besides > > > lowering viscosity and providing low-viscosity fuel for > > > startup, another > > > important function of two-tank systems is flushing any traces > > > of vegetable > > > oil out of your pump and injectors, not just so that the > > > injector pump > > > contains diesel that'll actually get it started while cold, > > > but also so as > > > to prevent vegetable oil from gumming up , oxidizing, or > > > whatever it is it > > > does, when hot oil cools down on parts (can somebody set me > > > straight on > > > which it is if it's not the same thing please?) ... > > > > > > >As I said : > > > > > >I'm no chemist or combustion physicist and without more detail > it's > > > >hard to assess exactly what is going on. I will however make a > few > > > >comments. > > > > > > > >I'm not totally sure about the point your making here Mark. When I > read > >this I mentally hung a ? over it, as I don't recall having seen any > >reports of this and I ment to dig through the info I have to find any > > >references... > >I haven't had a chance but this has been playing on my mind, all I > can > >add is, what about single tank systems, particualy the well tested > >Elsbett. > > > >What do you base your statement on? > > > >Maybe this is something I have missed but I think it is an important > >area to get straight. > > > >I have only occassionally shut down on SVO for long periods, although > > >sometimes I probably don't flush entirely (It's a Mercedes engine so > I > >feel I don't have to be very cautious.) > >I can't talk from personal experience but as far as I understand the > >numerous German single tankers who use both new oil and WVO > (admittaly > >quite rare from what I understand) don't have such problems. > > > >The way I understand it, deposits are formed in the combustion > chamber > >and/or cylinder (including and particually crucially on injector tips > or > >in piston ring-lands) when the vegetable oil does not combust > entirely > >due to incorrect injection, low heat in engine, low compression etc. > > > >Best wishes > > > >Darren > > > > > > > >Yahoo! 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