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Old 12-26-2012, 01:43 AM   #21 (permalink)
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That's why I still drive one. Mechanical injection would make changing over to WVO so much easier than with CRDI.

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Old 12-26-2012, 01:59 AM   #22 (permalink)
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Quote:
Originally Posted by niky View Post
Mechanical injection would make changing over to WVO so much easier than with CRDI.
Actually the higher pressure achieved by a CRDi is not bad at all for WVO in a direct-injection engine.
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Old 12-27-2012, 12:16 AM   #23 (permalink)
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The viscosity of the oil is a problem for the injectors. At cold temperatures, it's an insoluble problem. Once heated up, it's minimal, but still an issue for the pumps and injectors themselves, which can and do fail.

The cure, obviously, is conversion to biodiesel, but I've heard tell of issues with esters and valve recession. And you still have viscosity issues, deposit issues,m pump and injector failure, oil dilution (still!) and etcetera. The worst being the diesel particulate filter issue, which can cause engines to go bye-bye. Cummins is supposed to be one of the few manufacturers who uses a separate injector for DPF, which means it should be more friendly to biodiesel than most.

The best way to go straight veggie oil is to use a prehistoric mechanical pump system with pre-chamber injector nozzles, and check the oil regularly to detect dilution.
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Old 12-27-2012, 12:29 PM   #24 (permalink)
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Quote:
Originally Posted by niky View Post
The cure, obviously, is conversion to biodiesel, but I've heard tell of issues with esters and valve recession. And you still have viscosity issues, deposit issues,m pump and injector failure, oil dilution (still!) and etcetera. The worst being the diesel particulate filter issue, which can cause engines to go bye-bye. Cummins is supposed to be one of the few manufacturers who uses a separate injector for DPF, which means it should be more friendly to biodiesel than most.
Here in the US, I believe Cummins' heavy duty engines (the ISX 15L engine for example) use a separate aftertreatment fuel injector, but their smaller engines (like the 6.7L) don't. I know their Euro 4 & 5 engines (6.7L & 4.5L) did not have DPF's so it's a moot point.

In the US Cummins is now approving up to 20% biodiesel. I'm not sure what the issue is with going higher-whether it's oil dillution or material compatibility.
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Old 12-27-2012, 05:37 PM   #25 (permalink)
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I know their Euro 4 & 5 engines (6.7L & 4.5L) did not have DPF's so it's a moot point.
Are you sure the Euro-5 ISB-series Cummins engines don't have DPF?
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Old 12-27-2012, 06:50 PM   #26 (permalink)
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Euro 5 ISB sure as hell does.
http://www.cumminseuro6.com/customis...files/21_a.pdf
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Old 12-27-2012, 08:37 PM   #27 (permalink)
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It's Mazda that doesn't use DPF... Which is why it's puzzling to me that they're getting oil dilution issues.
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Old 12-28-2012, 01:43 PM   #28 (permalink)
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Actually, if you look at the details, you'll see that there is an SCR system with a urea injector, however, there is no DPF or aftertreatment fuel injector.
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Old 12-28-2012, 02:51 PM   #29 (permalink)
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Quote:
Originally Posted by tjts1 View Post
Taken from page two:
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Beyond Euro5, Cummins class leading ISBe engines were able to meet the EEV emissions levels without the need for addtional particulate filtration, and the resulting installation and maintenance costs.
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Old 12-30-2012, 12:29 AM   #30 (permalink)
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Quote:
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It's Mazda that doesn't use DPF...
Only with the Skyactiv-D. Its older Diesels still available in the 3, 5 and BT-50 have the DPF to meet Euro-5 standards.

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