Latestarter1
Well-Known Member
Refueler,
We seem to be violently agreeing on pretty much everything. My first comment was aimed at the poster bemoaning dirty old high sulphur diesel.
When we went 50 ppm we were swamped with hot restart issues with the CAV DPA pump. First Bus suffered 300 hot restart failures in the first 6 months, the Royal Mail about half that number. A rebuilt pump with a new rotor helps but only for a limited time. People like yourself were working on revised additive pack to regain lubricity. As you are in the industry you will well aware that Shell and Mercedes were real close to going legal and the lubricity was only sorted out in the nick of time and I am well aware you guys were going through hoops. This was well reported in the commercial press.
I met with the Delphi technical team and they were absolutely clear that the DPA pump was never envisaged as being asked to cope with 50 ppm fuel and they were not prepared to devote resources to a 40 year old design. I do have a robust fix but only for certain makes of engine. The ability of the CAV DPA to cope with 10 ppm fuel when is is mandated be it 2009 or 2015 is doubtful. Your clunky old Merc 814 probably has a Bosch A pump which is oil lubricated, so engine does not care about sulphur too much.
Another issue for boaters is the method you use to drive the sulphur out which makes ULSD hungry to grab any trace of moisture out of the environment. Low sulphur fuel left in sweaty boat tanks will become mega a breeding ground for the fuel bug. Happy days.
I have spoken to old colleagues at ECEA (Engine manufacturers association) You are pretty much off the hook for 10 ppm red diesel next year and our European 'friends' are seeking flexibility for non road diesel, yes the absolute deadline is 2015, but talk of allowing UP TO 20 ppm at the pump so you have some breathing space.
Just as a parting shot for anybody even thinking of using home brewed biofuel in common rail diesel engines. Consider the cost savings vs the cost of fuel system repair. It will fail.
We seem to be violently agreeing on pretty much everything. My first comment was aimed at the poster bemoaning dirty old high sulphur diesel.
When we went 50 ppm we were swamped with hot restart issues with the CAV DPA pump. First Bus suffered 300 hot restart failures in the first 6 months, the Royal Mail about half that number. A rebuilt pump with a new rotor helps but only for a limited time. People like yourself were working on revised additive pack to regain lubricity. As you are in the industry you will well aware that Shell and Mercedes were real close to going legal and the lubricity was only sorted out in the nick of time and I am well aware you guys were going through hoops. This was well reported in the commercial press.
I met with the Delphi technical team and they were absolutely clear that the DPA pump was never envisaged as being asked to cope with 50 ppm fuel and they were not prepared to devote resources to a 40 year old design. I do have a robust fix but only for certain makes of engine. The ability of the CAV DPA to cope with 10 ppm fuel when is is mandated be it 2009 or 2015 is doubtful. Your clunky old Merc 814 probably has a Bosch A pump which is oil lubricated, so engine does not care about sulphur too much.
Another issue for boaters is the method you use to drive the sulphur out which makes ULSD hungry to grab any trace of moisture out of the environment. Low sulphur fuel left in sweaty boat tanks will become mega a breeding ground for the fuel bug. Happy days.
I have spoken to old colleagues at ECEA (Engine manufacturers association) You are pretty much off the hook for 10 ppm red diesel next year and our European 'friends' are seeking flexibility for non road diesel, yes the absolute deadline is 2015, but talk of allowing UP TO 20 ppm at the pump so you have some breathing space.
Just as a parting shot for anybody even thinking of using home brewed biofuel in common rail diesel engines. Consider the cost savings vs the cost of fuel system repair. It will fail.
