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Thread: Problems with 1HDT on SVO

  1. #21
    Join Date
    Dec 2007
    Location
    South Australia
    Posts
    1,127

    Re: Problems with 1HDT on SVO

    On some VE pumps you can remove the cut off solenoid, some you can't remove it without removing the top cover first. I have removed the top cover while the pump is on the vehicle but I would not recommend it if you are not familiar with one. The solenoid plunger may be sticking because of gumming, or brown sticky stuff from running wvo. The rubber seal at the bottom of the plunger could be rotted from bio and not sealing on its seat. This won't affect the running of the vehicle but will make stopping it difficult as the fuel can't be cut off completely. One way to tell the condition inside the pump is to remove the smoke screw and take a look at it. Before doing this measure with venier calipers exactly how far it projects from the pump. Disregard this step at your own peril.
    Johnnojack
    4WD Isuzu Jackaroo 3.1 170,000km on WVO,(2017) 2 tank home built system 6 solenoids. Mk. 9 version. Improvements under investigation

  2. #22
    Join Date
    Oct 2011
    Location
    Perth
    Posts
    121

    Re: Problems with 1HDT on SVO

    Problem solved. Clogged fuel filter. Yes, I know I'm an idiot.

  3. #23
    Join Date
    Sep 2005
    Location
    WA
    Posts
    4,063

    Re: Problems with 1HDT on SVO

    We can all make mistakes, and kick ourselves for missing the simplest possible cause. So don't feel too bad, especially while we ROTFLOAO
    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]



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


  4. #24
    Join Date
    Jan 2006
    Location
    In the sunshine state.
    Posts
    853

    Re: Problems with 1HDT on SVO

    Please tell me those running SVO, do your pumps varnish up due to oil? I do know incompletely rested oil going to bio does this so I am very interested/. Sorted that issue out now. Yjr effect of the varnish is to disrupt regulation resuting in loss of idle when tilted up hill,
    Biodiesel Bandit

    Landcruiser '98 80 series B100.

  5. #25
    Join Date
    Oct 2011
    Location
    Perth
    Posts
    121

    Re: Problems with 1HDT on SVO

    Probably not because the system gets flushed with dino before being turned off at night.

    BTW I solved the running-on problem - turn the lift pump off......

  6. #26
    Join Date
    Dec 2011
    Location
    Brisbane
    Posts
    38

    Re: Problems with 1HDT on SVO

    Hi Matt
    Mercedes 1997 250TD 3 months on bio, 3 months svo with a dash of ulp, 8 months ex sushi (low fat) wvo dried and filtered to 1um, No modification under bonnet, so far so good. Donít know how to pull ip apart to check and not willing.
    Considering doing a batch of bio in order to put a tank of fuel that is somewhat a SOLVENT to help keep things clean. Donít know if this is worthwhile preventive maintenance or if it will dislodge gunk to fuel filter?
    Itís very nice just drying and filtering wvo without playing with all those hazardous chemicals 😁
    Harvey
    1983 BJ42 Landcruiser
    1997 C250TD Mercedes-Benz

  7. #27
    Join Date
    Oct 2011
    Location
    Perth
    Posts
    121

    Re: Problems with 1HDT on SVO

    Quote Originally Posted by Harvey View Post
    Hi Matt
    Mercedes 1997 250TD 3 months on bio, 3 months svo with a dash of ulp, 8 months ex sushi (low fat) wvo dried and filtered to 1um, No modification under bonnet, so far so good. Donít know how to pull ip apart to check and not willing.
    Considering doing a batch of bio in order to put a tank of fuel that is somewhat a SOLVENT to help keep things clean. Donít know if this is worthwhile preventive maintenance or if it will dislodge gunk to fuel filter?
    Itís very nice just drying and filtering wvo without playing with all those hazardous chemicals 😁
    Is your Merc a common rail?

  8. #28
    Join Date
    Sep 2005
    Location
    WA
    Posts
    4,063

    Re: Problems with 1HDT on SVO

    No Mark it is a 5 cyl IDI engine with an inline IP.
    Harvey, does your C250 have O rings in the fuel system? Be prepared to replace them at least annually. if using biodiesel, and possibly 2 yearly on WVO. They were the bane of my life on biodiesel.
    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]



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


  9. #29
    Join Date
    Nov 2005
    Location
    Tasmania
    Posts
    492

    Re: Problems with 1HDT on SVO

    Quote Originally Posted by Matt View Post
    Please tell me those running SVO, do your pumps varnish up due to oil? I do know incompletely rested oil going to bio does this so I am very interested/. Sorted that issue out now. Yjr effect of the varnish is to disrupt regulation resuting in loss of idle when tilted up hill,
    In the decades been using svo, have never had a problem with pumps varnishing, or within the fuel system. Always have an inline filter before the main and mostly after the HE, on my truck the filter is before the HE for accessibility, same in the 671GM in the boat. In the past discovered varnishing and caramelsing happen when the return line is left back to the tank. The hot oil comes in contact with the cold oil/tank walls and that seems to set things off.

  10. #30
    Join Date
    May 2008
    Location
    Melbourne
    Posts
    282

    Re: Problems with 1HDT on SVO

    Quote Originally Posted by Dr Mark View Post
    Problem solved. Clogged fuel filter. Yes, I know I'm an idiot.
    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...

    Quote Originally Posted by Dr Mark View Post
    BTW I solved the running-on problem - turn the lift pump off......
    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:

    Quote Originally Posted by Dr Mark View Post
    Probably not because the system gets flushed with dino before being turned off at night.
    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!
    Last edited by 83Patrol; 5th October 2017 at 07:31 AM.
    1987 Mercedes W124 300D
    1997 Ssangyong Musso Wagon

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