okay I read thru the other posts here and your email and want to follow up with to request a clarification of what would progress the greasecar kit to a more refined process on a 1991 vw jetta non-turbo 1.6l. Please realize I am lay person here!!!
from your post:
A:1. Get VO temps as close to 300°F as possible prior to injection.
2. Never run VO(whether hot or not) in an engine not up to full operating temp.
3. Make sure your VO fuel contains less than 300ppm of suspended water. (It degrades injector performance fairly quickly)
4. Make sure that your injectors are always operating within spec.
5. Make sure that your injection timing is within spec.
and from your email on dewatering:
That creamy layer on the bottom is probably high fat or hydrogenated wvo which also tends to settle to the bottom along with water. Not pouring that layer into your processing unit is probably a good idea since you are using the resulting fuel in a VW diesel converted with a kit that has a design which is relativly crude. VW diesels require high quality VO fuel AND as modern a conversion as feasable ..as well as very careful engine management to obtain a full recovery of conversion costs.
1. I need to please get clarified what HIH and HOH mean.
2. It sounds like heating the tank beyond a certain temp increases poly issues and is not a good idea so:
a. heating tank some is needed or no need to heat tank at all? or need to be able to adjust? need temp gauge for tank?
b. heated pickup in tank is the way to go?
3. heating the oil to as close to 300 degrees is best?
a. can you clarify or synopsis the best way to do this. Is this by flat plate? but flat plate from cooling system can only hope to get to close to the temp of the cooling systerm. so....electric?
b. the current setup I have from grease car leaves lots of line from the heating point. I have lots of issue with this which I think needs to go to a whole seperate point so....
4. so much fuel line after the heating point !!!!!!!!!!
a. I noticed this and shortened lines as much as possible and slipped leftover coolant hose on them as insulation to protect from heat loss.
b. the tempurature gauge is after the heated area. It cant give a proper heat reading when the oil is not flowing. It gives a low reading until the oil flows so how can the copilot computer really know when to switch?
a. they say to set the purge when there is no full hydraulic system in place. in their set up you time how long it takes to get deisel from the deisel return to the tank before you have vegi in the line. This must be a different time from the time when it is a full hydraulic pressure and pushing against vegi oil.
b. purging the line does not purge the pump and injectors. It seems to take much more to purify them. would it be good to have a pump just for the purge cycle to push deisel quickly thru the line and then give the pump the most time to purge. and how do you determine that time to actually get deisel into the injectors?
6. filtering. this seems seperate and needs to do a quality job of reducing impurities and water. but is its own topic probably generic to all.
okay.... very interested in pulling together an improvement. Thanks so much for any help!