I been fiddling with the car in different areas trying to tune it up on the best possible way, and to make it run on wvo without major modifications.
So I finally bough and injection pump to test on a bench the injectors and different fuels.
The idea in this thread is to have as many possible input about the pump tuning and function and test all in the bench to see the result before putting the pump in the car.
And to share some of the projects around the oil filtration, I made a centrifuge filter with some pinter parts and some other bits and pieces that I found around work.
So far the car is running great, it is getting harder to start with the oil but the first 2 hours of testing the pump and rebuilding the injectors pay for the price of the pump at the pick and pull.

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What car is it you have?
Why not just convert the WVO to bio diesel?
Its not the injection that is the main problem, its the combustion characteristics of the triglyceride that you are using.
have a read of this

http://www.ncat.org/special/oilseeds_innovations4.php

This was with fresh oil. Not stuff that had been boiled for an extended period.

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Grumpy Old Diesel Owners Club group

I no longer question authority, I annoy authority. More effect, less effort....

1967 230-6 auto parts car. rust bucket.
1980 300D now parts car 800k miles
1984 300D 500k miles
1987 250td 160k miles English import
2001 jeep turbo diesel 130k miles
1998 jeep tdi ~ followed me home. Needs a turbo.
1968 Ford F750 truck. 6-354 diesel conversion.
Other toys ~J.D.,Cat & GM ~ mainly earth moving

Layback, I'll say the same thing I've said before, that study and all the studies I've ever seen are not on a properly built 2 tanks systems with lots of heat, and I think this biases the results. All the studies are single tank systems with little or no heat. That study is a single tanks conversion, with one band heater and a coolant heater. On start up they are injecting cold VO. Cold VO starts = DEATH for the engine. My VO system has a coolant heated fuel tank, coolant heated fuel lines, coolant heated fuel filter and two electric heaters. Far more heat than they'll get out of a band fuel filter heater and coolant heater. They saw problems starting in two months. My system has transported me 50k miles since I installed it in Sept. of 2007. My car will fire up no problem.


Now back to the OP. subetealabici, I think your barking up a tree that a lot of people have already tried, and many have failed. Elsbett has been playing around with single tank VO conversions for a long time. Their systems do modify the injection of the fuel. But no matter how much you tweak the IP or injectors, cold VO will never burn like diesel or biodiesel, even at 100F. So unless you come up with a way to preheat ALL the fuel, especially the fuel that is going to be immediatly injected on a cold start, you're going to have problems. Cold VO is where the biggest problems arise when running VO. It causes more gelling and sticking.
Also, your stock fuel system doesn't heat fuel very well. It may come up a little but not nearly enough to make VO burn as complete as diesel. There is a reason that Lovecraft no longer has a store in Portland, and I'm not really sure that their LA shop it open either. And even if it did come up to the 160*F range that it's best to burn VO at, that is only going to happen one the engine is hot. So you've got 5-15minutes of unheated VO being burned.

How are you turning your Injection pump on the bench?

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Hi

It is a 240D.
I may try to convert the wvo to biodiesel in a future, but the idea is to have the car running just on straight oil.
I also think that heating the oil before enters the IP has little or no difference in the weather here in Portland Or, once the oil enters the engine it will go to any temperature that the IP or the engine is at due to the fact that most the part and pipes are cold during the start.
The idea with the test bench is to set up the injectors to spray the oil at room temperature of 40F at the lowest, I think that is the path to have a clean combustion avoid carbon build up and other problems.

Thanks for the reply the reading on the ncat.org was interesting but there was no modification on the fuel delivery other than preheating the oil

I think the issues are about the stuff that will not burn under any circumstances, the stuff that burns but turns into something bad when it burns, acid, and the non-consistent variety of stuff that is in WVO.

Processing VO/WVO into Biodiesel attempts to solve the above issues.

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84 300D, 82 Volvo 244Gl Diesel

Good reading on the topic.

SVO

Biodiesel basics & beyond

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CC: NSA

All things are burning, know this and be released.

82 Benz 240 D, Kuan Yin
12 Ford Escape 4wd

You're four times

It's hard to

more likely to

concentrate on

have an accident

two things

when you're on

at the same time.

a cell phone.

www.kiva.org It's not like there's anything wrong with feeling good, is there?

Wow, that is some setup, how do you turn the IP ? by hand or do you have a motor attached ?

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2010 ML350 Bluetec
2012 Mustang Convertible

He's got to have a motor of some type. You'd never be able to turn it fast enough by hand to pump any fuel.

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IDK, it's a displacement pump. Leakage can't be too significant @ low RPM- if you couldn't pop an injector at low RPM, your car would never start. Cranking rev's are about 200 RPM, the IP and cam run at 1/2 crankshaft rev's. 100 RPM, don't have to be Jack Lalane to manage that.

__________________
CC: NSA

All things are burning, know this and be released.

82 Benz 240 D, Kuan Yin
12 Ford Escape 4wd

You're four times

It's hard to

more likely to

concentrate on

have an accident

two things

when you're on

at the same time.

a cell phone.

www.kiva.org It's not like there's anything wrong with feeling good, is there?

I think you need to go check out some of the established knowledge on the reputable WVO forums. What you are saying is absolutely not correct and suggests you lack a basic grounding in what you're trying to do.

What you suggest would work to some extent (still not best practice, however) if you only operated your car in daylight hours in desert conditions.

You absolutely need to raise the temperature of your WVO prior to the IP. And you need to raise it even further before it hits the injectors. (It needs to be done in two stages because the optimal injection temp for the oil will degrade seals inside the IP).

The overriding problem with WVO use is not dealing with flow or combustion quality as you seem to be seeing it, but with ensuring you (a) have well-filtered and water-free WVO that has come from a suitable source, and (b) that you heat this good quality oil to sufficient temps to ensure it's at a viscosity similar to diesel when it goes through the injector.

I do applaud your creativity and drive in putting that rig together. But you need to find a better-quality source of info on WVO. The things you are saying were discredited five years ago in the mainstream WVO community.

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Mac
2002 e320 4matic estate│1985 300d│1980 300td
Previous: 1979 & 1982 & 1983 300sd │ 1982 240d

“Let's take a drive into the middle of nowhere with a packet of Marlboro lights and talk about our lives.” ― Joseph Heller, Catch-22

Hmm.....

The Temperature Of The Oil will be at Whatever Temperature the Cylinder-Head, and therefore the Injectors, is at!

No amount of heating prior to the IP(OR after for that matter) is gonna change That!

The Flow is TOO SMALL. --Around 50CCM per 1000 cylinder firing strokes--AT FULL LOAD.

The Specific Heat capacity of VO is only Half That of Water.
Simple Physics.

There is SO much Mis-Information on VO forums, whats said there cannot be used as fact!

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Alastair AKA H.C.II South Wales, U.K. based member

W123, 1985 300TD Wagon, 256K,
-Most recent M.B. purchase, Cost-a-plenty, Gulps BioDiesel extravagantly, and I love it like an old dog.

W114, 1975 280E Custard Yellow,
-Great above decks needs chassis welding--Really will do it this year....

Ding ding ding ding ding! +1

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83 300 D turbo 297K runs great. SOLD!
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I beg to differ. You want to tell me that heated VO going through an injector line will be cooled by the injector, to the head temp, prior to injection?

Sorry I am not seeing that....

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Mac
2002 e320 4matic estate│1985 300d│1980 300td
Previous: 1979 & 1982 & 1983 300sd │ 1982 240d

“Let's take a drive into the middle of nowhere with a packet of Marlboro lights and talk about our lives.” ― Joseph Heller, Catch-22

Of course....

Stands to reason. Put some boiling water into a metal vessel, whose metal mass is large, in comparison with water volume (like an injector attached to a huge iron/ally heatsink filled with cold water, thats the head)--and the water will cool, VERY quickly.

Simple thermodynamics.

Oil has HALF the latent heat capacity of water exasibating the issue. (So you would need Twice the amount of oil to heat up a specific volume of metal a specific number of degrees in comparison to water)

Try it yourself--Dont go believng a voice behind a keyboard--

With an old head and injector. Arrange a blow-lamp to heat the injector line, (Which will get infinately hotter than any silly elect powered 'line-heater') and pump fuel through the injector with a pop-tester.

--Not Forgetting a Pop tester pumps MUCH more fuel per stroke than in a real working engine

Measure the temp of fuel emitted from injector...

I did this test well over 15 years ago. There was little heat left in the fuel actually Injected.

Why is it, Twin Tank Conversions -on the whole- Work reliably....

While Single tank Conversions--Can and do--Cause Ring-Gumming and other issues??

Because the Cyl. Head AND the Injector are HOT before veggy hits them, and therefore a better atomisation and combustion occur, as the fuel is Heated whilst In the hot Injector!

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Alastair AKA H.C.II South Wales, U.K. based member

W123, 1985 300TD Wagon, 256K,
-Most recent M.B. purchase, Cost-a-plenty, Gulps BioDiesel extravagantly, and I love it like an old dog.

W114, 1975 280E Custard Yellow,
-Great above decks needs chassis welding--Really will do it this year....

Yes.
It should be very easy to see what the temp of the Fuel that goes through the Injector really is.

Just get some Fuel Return Hose and hook it up to an Injector and leave the other end open and direct the stream of return Fuel over your temp Probe.

Because the Fuel coming out of the Injector has been all the way through the compete injector with the exception of what was Injected it has had a chance to absorb the heat inside of the Injector you should get a reasonable idea of the temp of the return Fuel.

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84 300D, 82 Volvo 244Gl Diesel