Page 4 of 4 FirstFirst 1234
Results 31 to 38 of 38

Thread: Problems with 1HDT on SVO

  1. #31
    Join Date
    Oct 2011
    Location
    Perth
    Posts
    138

    Re: Problems with 1HDT on SVO

    Quote Originally Posted by 83Patrol View Post
    I was going to suggest this at the start of the thread, but assumed that it would have been the first thing that was checked in the process of elimination...



    Again, I assumed that the pump would have been wired up in such a way to only be on when it's needed by the veg oil solenoid or whatever switching system you have set up, or that you would at least manually turn the pump off when wanted to turn the engine off.

    But I also wonder why you would want to shut the engine down whilst running on veg oil (which implies that you're not purging) given the design of your engine. You're running WVO / SVO / veg oil, not processed biodiesel, which generally requires minimal (or nil) modifications to a direct injection vehicle and driving pactices. Which brings us to:



    Flushed at night only, as in once a day? The 1HD-T is a direct injection (DI) engine, and I'm pretty sure it uses a VE / rotary injection pump (IP). TimHJ61 and others have written about the perils of failing to diligently purge (flush) a direct injection engine with diesel after each run. Even an inderect injection (IDI) using a VE / dotray pump is a risky proposition a if you're not purging I after each run. It's pretty basic common knowledge, to be honest.

    I know that Dave Jones would be proud of you for choosing to stick your middle finger up to the popular and long-held ideas surrounding veg oil myths and dogma, but maybe one should humble up and go back to basics, and read the FAQ/sticky on this very site regarding Direct Injection fuel systems.

    No offence intended. I am pretty sure that you don't take things personally anyway, otherwise I wouldn't be so direct. It's just that to me, you often seem to run people and their opinions down as stupid or inferior, yet you fail to miss the obvious, very basic things... such as all of the above, even though you have been on this forum in different guides for at least 6 years (that I know of) and come across on you posts and on your website as something of an expert in this field.

    Given your qualifications and confidence in your writings, I'd hate for a newbie to copy what you're doing and kill their $20,000-plus Toyota 1HD-T powered Land Cruiser. Personally, I reckon that that's what you'll soon do with yours. My opinion only though, and I am often wrong!

    Note: I run my old Merc engine on basically straight WVO, sometimes with minimal blending. Everything is stock standard - only 1 tank, 1 standard fuel filter (plus the factory inline mesh filter) and no fuel heating at all. Not having a second fuel tank or associated bits, I don't (can't) purge with diesel when I turn the car off.

    So maybe I'm a hypocrite in this regard... But like your old Merc, it uses an indirect (IDI) as opposed to direct injection (DI) fuel system, and uses an antique-style inline injection pump with attached factory mechanical (cam driven) lift pump. Engine seems fine still, (if a bit gutless - it had done over 300,000 km when I bought it and was gutless then) and I'm not expecting it to last, to be honest. I got the car very cheap. I would definitely NOT be doing this with a DI vehicle, nor one with a VE / rotary style injection pump - especially on such an expensive vehicle!
    I just remembered why I don't visit this forum much anymore

  2. #32
    Join Date
    Apr 2008
    Location
    Scone NSW
    Posts
    74

    Re: Problems with 1HDT on SVO

    Hi Mark
    I had one of these 1HDTs and found a problem once affecting power which turned out to be a problem with fuel line clamps on the send line after the heat exchanges going loose sucking air and found I had to upgrade the type of clamp I used.

  3. #33
    Join Date
    Oct 2011
    Location
    Perth
    Posts
    138

    Re: Problems with 1HDT on SVO

    I abandoned this SVO project a while back and have gone back to bio, but my car still has some issues, and I'm not sure what the problem is. Main reason I abandoned it was that the IP wouldn't shut off when running on SVO. Switch back to dino and it was fine. But now it won't shut off on dino either. But of more concern is an intermittent blowby issue. It first started doing it when running on SVO, but when I switched back to dino it stopped. Cabin was filling with smoke coming out of the braether tube that goes into the rocker cover.

    Now I've abandoned the SVO completely, but the blowby is still there, although it seems to be improving. It only ever happened at higher speeds - around 100kmh. The aother day I took it out on the freeway and it took about 10kn before it started. When I backed off to 80kmh it stopped and it hasn't done it since.

    Question is, what is it. I found someone on here that said that they got glazing in the cylinders from SVO, but this doesn't appear to fit the symptoms (loss of power, overheating). I know the IP is knackered (as it won't shut off), so could that be doing it?

    What's got me puzzled is the way it just starts and then stops. In any case, as I say, it seems to be improving slowly. Any ideas?

  4. #34
    Join Date
    Sep 2005
    Location
    WA
    Posts
    4,152

    Re: Problems with 1HDT on SVO

    If you have blowby, then it is very likely that you have gummed your rings and they are wearing the bores of every cylinder.
    The diagnosis should be based on a compression test - to determine if you have low compression, and a leak back test to determine if it is caused by leaks from valves, or that the rings have worn the cylinders excessively.
    Tim wrote a couple of pages on a friend of ours who lent his car to family members who failed to purge the fuel system and over a few weeks, the damage was done.
    Looks like you need to spend some $$$ on the engine.
    The Shutdown issue will be either an electrical issue in the ignition circuit or the IP needs to be cleaned and/or the shut down solenoid in it replaced.
    Life is a journey, with problems to solve, lessons to learn, but most of all, experiences to enjoy.

    Current Vehicles in stable:
    '85 Mercedes Benz W123 300CD Turbodiesel single tank using 95% used cooking oil and 5% to 10% misfuel (where someone had filled diesel vehicle with petrol).
    '06 Musso Sports Crew Cab. Running on used cooking oil with 5% to 10% misfuel.
    Toyota Camry Hybrid - (Wife's Car)

    Previous Vehicles:
    '90 Mazda Capella. (2000 - 2003) My first Fatmobile. Converted to fun on veggie oil with a 2 tank setup. Died when supercharger stuck at max boost for weeks. Stretched head bolts.
    '80 Mercedes 300D. 2 tank conversion [Sold]
    '84 Mercedes 300D. 1 tank, no conversion. Replaced engine with rebuilt OM617A turbodiesel engine. Finally had good power. Donor for current Fatmobile coupe. (body parted out and carcass sold for scrap.)
    '99 Mercedes W202 C250 Turbodiesel (my darling Wife's car)[sold]
    '98 Mercedes W202 C250 Turbodiesel (my car)[sold]
    Parts Car C220 1993 All body panels, headlights, interior engine and ECU available.


    Searching the Biofuels Forum using Google
    Adding images and/or documents to your posts


  5. #35
    Join Date
    Sep 2009
    Location
    Brisbane (North Side)
    Posts
    711

    Re: Problems with 1HDT on SVO

    Quote Originally Posted by Tony From West Oz View Post
    The Shutdown issue will be either an electrical issue in the ignition circuit or the IP needs to be cleaned and/or the shut down solenoid in it replaced.
    or the rubber o-ring on the shutoff valve / plunger is disintegrating.
    Regards,

    Cade.

    2002 Landcruiser HZJ105r (1HZ motor) 250,000 on bio (sold)
    2006 Mazda B2500 (WLT motor) 80,000 on bio (sold)
    2006 Ford Courier(WLT Motor), just purchased


  6. #36
    Join Date
    Jan 2006
    Location
    ลึก ประเทศอินเด&
    Posts
    1,988

    Re: Problems with 1HDT on SVO

    Hi 83patrol,

    Quote Originally Posted by 83Patrol View Post
    Given your qualifications and confidence in your writings, I'd hate for a newbie to copy what you're doing and kill their $20,000-plus Toyota 1HD-T powered Land Cruiser. Personally, I reckon that that's what you'll soon do with yours. My opinion only though, and I am often wrong!
    So far you are one for one. What is the make and model number of your crystal ball- I want one too!

  7. #37
    Join Date
    Nov 2005
    Location
    Tasmania
    Posts
    513

    Re: Problems with 1HDT on SVO

    My 1hdt has been running excellently, early this week got back from a round trip to Nth NSW and it performed flawlessly over the 4000+klms. Don't care what anyone says, with these engines you need inline filters, push pumps, return line removed and a good purge of at least 12klms, I purge for 12klms with the 12ht and 20klms for the 1hdt. Always run 1lt AFT/2 stroke through my engines when changing the oil and have found it does improve the performance enough to notice.

    Have to laugh at you Mark, you take no notice of anyone, think you know everything and seem to have stuffed your engine with that approach. You could try running the engine on pure ATF or 2 stroke for about 5lt, then run on dino with 50% atf for 50klms fast. Know someone who failed to purge their 1hdt and it sat for a couple of days, then had trouble starting and wouldn't run properly. After doing that it ran properly and don't think he has had any more problems, but you have blow by and that is a more serious matter, which can end in engine runaway disaster.

  8. #38
    Join Date
    Oct 2011
    Location
    Perth
    Posts
    138

    Re: Problems with 1HDT on SVO

    You have to laugh at me do you? Thanks. That's what I like about this site - everyone is so nice and encouraging and pleasant all the time.

    What is ATF?

    Also, it appears we're all guessing here. The blowby is not constant, only occurs above certain speeds, and then only after driving for a while. and it seems to be diminishing.

    The symptoms aren't like anything I can find on the web, and doesn't match with any symptoms I can find for cylinder glazing. Does anyone know who the bloke was that had this glazing issue?

Bookmarks

Posting Permissions

  • You may not post new threads
  • You may not post replies
  • You may not post attachments
  • You may not edit your posts
  •