Unconfigured Ad Widget

Collapse

Announcement

Collapse
No announcement yet.

Finally!!!

Collapse
X
 
  • Filter
  • Time
  • Show
Clear All
new posts

  • Finally!!!

    Hi All,
    I have been waiting for a SVO forum in Australia for some time. Unfortunatley, I live near Brisbane, but please hold that agains me. My Mercedes 300D was bought last weekend in Sydney. Perhaps that will qualify?
    Anyhow, just noticed the excellent conversion report about a 300D.
    I am querying the conversion diagram:
    My 300D has a number of confusing fuel lines going to the IP, IP liftpump, return line, etc. The diagram appears to be somewhat simplified. Could you please provide more detail. I would appreciate it very much.
    Best regards,
    Olaf
    Peace rules the day, where reason rules the mind.

  • #2
    Re: Finally!!!

    Hi Olaf,

    Welcome to the forums. As you will see in the biodiesel section, I have just expanded it a little to cover a national scope, rather than just Sydney. These forums are still very new, so lots of room to grow still!

    Soon I will get around to expanding this SVO/WCO section too.

    Don't worry if you are not in Sydney, seems that many of our users are elsewhere in Australia. You may have seen Tony's post in this forum, he's in WA, but he also has a converted 300D, so I'm sure he could help you out.

    Cheers,
    Robert.
    Site Admin.

    Comment


    • #3
      Re: Finally!!!

      Olaf,
      Welcome tothe forum.
      With the 300D, there are 2 fuel lines from the fuel tank. One, the fuel delivery line, is connected on the drivers side of the tank, inboard of the rear wheel, by a nitrile rubber fuel line. The connection to the fuel tank is into a fuel strainer, in the tank.
      The other line is the return line, which has a similar connection on the passenger side of the tank. Here are 2 pipes, the other is an air vent to prevent pressure or vacuum in the tank.

      At the engine bay,the fuel delivery line connects to the prefilter, which should be located adjacent to the priming pump (if yours leaks fuel out whne you pump, replace it $20 for a modern one which does not need to be unscrewed or tightened).
      From the priming pump, the fuel goes to the main fuel filter. From the filter, the fuel passes to the injector pump, from which 5 metal fuel lines go to the injectors. Another fuel line passes to the top of the filter housing.
      Each injecotr has 2 small hose barbs, to which are connected nitrile rubber fuel lines to return unused fuel to the top of the fuel filter. One hose barb is blocked.

      A small opening in the top of the fuel filter housing allows air to bleed up to the top bolt, which collects the air and any fuel from the injector return line and the injector pump return line and connects them via the large diameter hose (cigar hose) to the return line to the tank.

      I hope this verbal description helps your understanding.
      Life is a journey, with problems to solve, lessons to learn, but most of all, experiences to enjoy.

      Current Vehicles in stable:
      '06 Musso Sports 4X4 Manual Crew Cab tray back.
      '04 Rexton 4X4 Automatic SUV
      '2014 Toyota Prius (on ULP) - Wife's car

      Previous Vehicles:
      '90 Mazda Capella. (2000 - 2003) My first Fatmobile. Converted to fun on veggie oil with a 2 tank setup.
      '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. Engine donor for W123 coupe. (body parted out and carcass sold for scrap.)
      '85 Mercedes Benz W123 300CD Turbodiesel
      '99 Mercedes W202 C250 Turbodiesel (my darling Wife's car)[sold]
      '98 Mercedes W202 C250 Turbodiesel (my car)[sold]
      '06 Musso Sports Crew Cab well body. [Head gasket blew!]
      '04 Rexton SUV 2.9L Turbodiesel same as Musso - Our Family car.
      '06 Musso sports Crew Cab Trayback - My hack (no air cond, no heater).

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

      Comment


      • #4
        Re: Finally!!!

        Hi Robert,
        Thanks for your reply. It was very helpful - I located that little "pre-filter" near the lift pump and am confident I understand which fuel line does what now. My 300D has 6 cylinders, but from your discription everything else is plumbed just the same.
        One more question if I may:
        I have read that one should not use the lift pump to "pull" SVO through the SVO filter but use a separate electric fuel pump. I have tested some cheap diaphram style pumps which are useless under load. Yesterday I shelled out over $200.00 for a Holley "Blue" vane style pump and tested it. At first it worked ok, but once full of coldish SVO and stopped, it would not start again unless it was flushed with diesel - bummer! I have sourced a Gerotor style pump from the USA but I am getting a bit tired of paying what seems to be exorbitant prices for these little marvels.
        Your thoughts would be appreciated.
        Best regards,
        Olaf
        Peace rules the day, where reason rules the mind.

        Comment


        • #5
          Re: Finally!!!

          Hey, don't thank me, it was Tony who gave you the info

          Glad to hear that it helped.

          Cheers,
          Robert.
          Site Admin.

          Comment


          • #6
            Re: Finally!!!

            Oops,
            you are quite right...
            Make that "Thanks Tony" instead.
            P.S.
            I had another (closer) look at Tony's diagram and noticed that he employs two heating elements, one right before the Holley pump. I will retest my pump with hot oil and see how it goes.
            Olaf
            Peace rules the day, where reason rules the mind.

            Comment


            • #7
              Re: Finally!!!

              Originally posted by Olaf
              Oops,
              you are quite right...
              Make that "Thanks Tony" instead.
              P.S.
              I had another (closer) look at Tony's diagram and noticed that he employs two heating elements, one right before the Holley pump. I will retest my pump with hot oil and see how it goes.
              Olaf
              Olaf,
              You have found why the vane type pumps do not like cold oil. the viscosity is too high. I plan to take to make a heating element for mine to heat the pump using coolant. A flattened piece of 1/2" copper pipe and another, not flattened piece brazed to it, so when the flattened piece is bolted ot the end plate of the pump, it heats the end of the pump. Hopefully this will be enough so that I can use high melting point oil and still have the pump push it thru. This is in addition to the preheater.

              I have just placed an order for a 70 litre vegoil tank for in the boot of my 300D. It will have coolant lines welded under the tank bottom and a fuel flow and return line and separate pressiure & vacuum relief valve which opens at 2 PSI differential either way and vents outside the car.
              I will run a HOH (Hose On Hose) to carry the coolant and fuel lines together in an insulated covering, from the engine to the UCO tank.
              Tony From West Oz
              Vice Chairperson of WARFA
              Last edited by Tony From West Oz; 28 October 2005, 12:04 AM.
              Life is a journey, with problems to solve, lessons to learn, but most of all, experiences to enjoy.

              Current Vehicles in stable:
              '06 Musso Sports 4X4 Manual Crew Cab tray back.
              '04 Rexton 4X4 Automatic SUV
              '2014 Toyota Prius (on ULP) - Wife's car

              Previous Vehicles:
              '90 Mazda Capella. (2000 - 2003) My first Fatmobile. Converted to fun on veggie oil with a 2 tank setup.
              '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. Engine donor for W123 coupe. (body parted out and carcass sold for scrap.)
              '85 Mercedes Benz W123 300CD Turbodiesel
              '99 Mercedes W202 C250 Turbodiesel (my darling Wife's car)[sold]
              '98 Mercedes W202 C250 Turbodiesel (my car)[sold]
              '06 Musso Sports Crew Cab well body. [Head gasket blew!]
              '04 Rexton SUV 2.9L Turbodiesel same as Musso - Our Family car.
              '06 Musso sports Crew Cab Trayback - My hack (no air cond, no heater).

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

              Comment


              • #8
                Re: Finally!!!

                Hi Toni,
                Until now I have favoured a hose-in-hose heating system, with a 8mm copper pipe running inside a 3/4" heater hose, but I am not so sure anymore. I am concerned that over time the copper pipe may break and suck radiator fluid into the fuel system.
                Have you considered using the exhaust manifold as a heat source? One would need to use a thermostatic mixing valve of some sort that would ensure a constant flow at the correct temperature.
                According to some studies, 80 degrees Celsius is not hot enough to bring WVO viscosity to the correct level. The exhaust manifold could easily supply higher temperatures and would heat the WVO much quicker, too.
                Anyhow, for the time being I will stick to my original plan and use a hose-in-hose system. I have ordered a Mallory Gerotor pump for the USA which is supposed to pump cold WVO without problem - hang the expense.
                A penny for your thoughts...
                Best regards,
                Olaf
                Peace rules the day, where reason rules the mind.

                Comment


                • #9
                  Re: Finally!!! - fuel heating options

                  Olaf,
                  Coolant sourced from the cabin heater circuit increases rapidly in temperature soon after the engine is started, is hot before the engine thermostat opens, and is thermostatically controlled to within a few degrees of the thermostat opening temperature.
                  Coolant operated fuel heat exchangers are inexpensive, reliable and effective. If the copper coils in them are reinforced to prevent metal faigue, they are unlikely to leak coolant into the fuel.
                  Radiator hoses and transmission cooler pipes in the radiator are not recommended as sources of fuel heat, because these parts of the coolant system do not increase in temperature until the thermostat opens. Transmission coolers are located at the coolest part of the coolant system.

                  Exhaust heat, while a waste heat, is not controlled, especially on turbocharged engines. Exhaust temperatures of 650°C are not uncommon. Control of the heat added to the fuel would require the use of mecahnical control systems, which may be unreliable or difficult to automate.

                  Electrical heating is controllable and rapid. While this may allow rapid changeover to the UCO, this may increase the possibility of failure in rotary IPs, due to the introduction of hot UCO into a cold IP. If a rotary IP is in use, switchover should be dependant on the temperature of the fuel at the IP return line outlet.
                  Electrical heating requires significant additional power from the engine be used to provide the electrical energy involved in the fuel heating. This may necessitate the upgrading of the alternator, and / or battery, to ensure reliable starting and battery longevity.

                  Controlled (thermostat or PTC) electrical heatng of the fuel in conjunction with coolant sourced fuel heating can provide a reliable, rapid changeover with minimal impact on the electrical system.

                  In my 300D, the engine temperature gauge moves off the stop after less than 1.5 km and is at Normal after less than 3 km after starting in Perth in winter. Purging of UCO with starting fuel takes between 2 - 5 km of driving (2km when going home - 1.5 km uphill, ~500m in third gear full throttle)
                  Thus economic use of UCO starts when journeys of greater than around 5-10 km are undertaken. Short breaks in journeys are taken without purging, but interruptions of >1/2 hour in winter or >2 hours in summer would normally require a purge cycle.

                  I hope this helps you in your decisions.
                  Life is a journey, with problems to solve, lessons to learn, but most of all, experiences to enjoy.

                  Current Vehicles in stable:
                  '06 Musso Sports 4X4 Manual Crew Cab tray back.
                  '04 Rexton 4X4 Automatic SUV
                  '2014 Toyota Prius (on ULP) - Wife's car

                  Previous Vehicles:
                  '90 Mazda Capella. (2000 - 2003) My first Fatmobile. Converted to fun on veggie oil with a 2 tank setup.
                  '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. Engine donor for W123 coupe. (body parted out and carcass sold for scrap.)
                  '85 Mercedes Benz W123 300CD Turbodiesel
                  '99 Mercedes W202 C250 Turbodiesel (my darling Wife's car)[sold]
                  '98 Mercedes W202 C250 Turbodiesel (my car)[sold]
                  '06 Musso Sports Crew Cab well body. [Head gasket blew!]
                  '04 Rexton SUV 2.9L Turbodiesel same as Musso - Our Family car.
                  '06 Musso sports Crew Cab Trayback - My hack (no air cond, no heater).

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

                  Comment


                  • #10
                    Re: Finally!!!

                    Thanks, Tony
                    Informative as always...
                    Best regards,
                    Olaf
                    Peace rules the day, where reason rules the mind.

                    Comment

                    Working...
                    X