Waste Cooking Oil is not fuel! It is a nasty blend of water, food particles, animal fats and vegetable oil.

If it is not processed to remove all particles down to 1 micron ABSOLUTE, dewatered to .07% moisture and Heated to 180f BEFORE it touches any common fuel system or engine components..

THERE WILL BE PROBLEMS period

If all the pre processing requirements are achieved then there should be no problems.

Problem is a process that can achieve those requirements and an in car SVO system that can manage the temperature and flow is not and easy or inexpensive this to set up.

A lot of people that have the WVO car idea don't realize this.

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Current fleet
2006 E320 CDI
1992 300D - 5speed manual swapped

former members
1984 300D "Blues Mobile"

1978 300CD "El Toro"

WVO will NOT polymerize inside IP, period. There is no air. Purging fuel line is to make an easy start in cold temperatures on diesel. You probably do not need to do it in the desert. There will be some polymerization in the tank surface. That's about it. Fuel system is a closed system, i.e. no air, or the car will not run.

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Not MBZ nor A/C trained professional but a die-hard DIY and green engineer. Use the info at your own peril. Picked up 2 Infractions because of disagreements. NOW reversed.

W124 Keyless remote, PM for details. http://www.peachparts.com/shopforum/mercedes-used-parts-sale-wanted/334620-fs-w124-chasis-keyless-remote-%2450-shipped.html

1 X 2006 CDI
1 x 87 300SDL
1 x 87 300D
1 x 87 300TDT wagon
1 x 83 300D
1 x 84 190D ( 5 sp ) - All R134 converted + keyless entry.

This is exactly why the idea of a single tank VO system is ill conceived at best. They only work in southern CA and florida, and only for a certain amount of time, because as you point out, the engine gets worn out from trying to pump a thick fuel, cold thick fuel going through injections gums them up, coaks up the rings, ect. The worst thing that ever happened to the VO industry, was how so many reliable diesel models of car and truck will run VO for a while with nearly no mods, despite a crappy single tank arrangement and a line of BS from a company or companies producing single tank kits.

To run it forever, you need a two tank system, start up and shut down on diesel, use the diesel fuel to warm up the VO, switch when things are hot, switch back before shutting off. I don't adhere to the magic temp of 160 degrees. All oils are different, the correct temp is hot enough to flow like diesel, the incorrect temp is cold enough to not flow like diesel. If different for every oil and how every system is designed

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This post brought to you by Carl's Jr.

I thought the same, maybe they were freshmen and they wanted to start them off slowly, haha.

Few people understand that waste vegetable oil is a highly variable product with a wide variety of contaminants both suspended and dissolved. Most of the suspended contamination can be removed by settling and filtering. Settling can be sped up with a centrifuge. Converting the WVO into biodiesel is often the easiest way to remove most of the harmful contaminants. The quality of waste VO is very inconsistent, so are the cleaning and processing methods. That's why one hears such widely varying stories of success and failure.

Most users process the WVO with heat, and thus many dissolved contaminants stay in the mix to later precipitate out in cold fuel tanks and the various metal components in fuel systems. Even the 'cleanest' WVO is darker than new VO; that's one of many dissolved contaminants that accumulate inside fuel systems using WVO. Cold upflow filtering can remove some of the dissolved contaminants and thorough drying can remove the water, however few "SVO" users go to the time and expense to do it right. The ones who have no problems are those few who test their fuel for water and acidity before it goes into the vehicle.

It's common for many SVO users to buy an old Benz cheap and run it on all sorts of oily substances, processed to variable standards. They'll run it on "free fuel" till the problems start, then dump it and go buy another. It's a tribute to MBenz quality and engineering that they can take so much fuel abuse before they die.

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“Never attempt to teach a pig to sing; it wastes your time and annoys the pig.” ― Robert A. Heinlein

Actually I was not thinking beyond Mercedes Fuel Injection Pumps and in particular the MW Fuel Injection Pumps the OP was speaking of.

But, how long would the Rotary type Fuel Injection Pumps last on WVO or VO?
But I have said this in one of the other threads. The areas on the Stanadyne Rotary Pumps that the new Diesel gets to is where Steel Rubs agains Aluminum.
That would be the Cam Ring and the Advance Piston if it still has a Steel one.

However, even before the Diesel Fuel changed, back in the lat1970s the Stanadyne DB2 Fuel Injection Pumps suffered Failures from the Elastic Governor Retainer Ring and the Shutoff Solenoid Failures. And, that was when they were only a few years on the Vehicles.

They tried to fix it by useing a different materials for the Govenor Retainer Ring but the best Fix ended up being a one piece Solid Govern Weight Retainer.
But, that did not fix the Shutoff Solenoid issue.

There was also some issues with the Governor Spring Pack and they went through several variations of Spring Packs trying to cure it.

They also had trouble with the input shaft Seals Leaking when the first came out.

The Seals on the Stanadyne or the Bosch VE Rotary Pumps (My Volvo has the problem right now) could have a problem from the Fuel.


The VE Pump on My Volvo also exibited the wear issue cause by the Steel Ring inside that advances the Fuel Injection rubbing on the Aluminum Housing.

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84 300D, 82 Volvo 244Gl Diesel

Kent Bergsma over at Mercedes Source SURE LOVES single tank systems.

So you have 110psi of Motor Oil pressure on one side of the Element Plunger and close to 2000 psi on the Diesel Fuel end of the Plunger and the Plunger and Barrel of the Element have a very tight fit and it is difficult for the thick Engine Oil to get between the Parts compared to the Diesel Fuel even if the Diesel fuel did not have close to 19 times the pressure on it when the Element Plunger Rises.
Which do you think gets between the Plunger and Barrel and lubricates the Elements

The attached Pic speaks for itself in kind of a awkward fashion.

Attached Thumbnails

 

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84 300D, 82 Volvo 244Gl Diesel

From the standpoint of second hand experience (whatever thats worth, not a lot), IE, while I was working in a truck shop my friend who was part time worked in an injection pump shop rebuilding injection pumps and such, the VO doesn't seem to wear interior components like that, at least from what he had to deal with mainly (lots of farmers in the area), which was farmers dumping raw oil of whatever type in their fuel system, and rebuilding the pumps started out with degreasing the damn things with dish soap and picking out stinky hardened oil in the pump from the truck sitting 2 months full of oil and tons of air leaks in the fuel system. (his words)

However, every now and then someone would come in with high oil mileage, a clean truck or car, and injectors or other components that looked fine. I ended up doing it myself after a bit, its certainly fun to set up a system and play.


His complaints seemed to me more about the oil building up on stuff than wearing stuff down. Parts would stick vs wear.

Unfortunately the whole matter is so rife with opinion, information and counter information that its impossible to really have good data on it. It would really be interesting to see a good objective test done, all on the same engine, all the same load uses, and see how things wear. Heated two tank system, single tank atrocity, ULSD, biodiesel.

It all goes back to the users discipline IMO, I worked on this one particular truck, another old ford pre power stroke 7.3, and the guy had such consistently leaking injector return lines that he had never bothered to fix, (I guess he didn't care, fuel was free, the plus side is the polymerized oil sort of sealed up the leaks after a while) For a bit though, VO was running down the motor and back of the engine to the tranny on a regular basis. It was a nightmare. Before I could pull his injection pump off to send off to the pump shop, I had to dig out crap with a spatula and pick to even expose the bolts.
He had if I recall, about an 8th of an inch of polymerized oil collected around the front his transmission pan, couldn't just unbolt it and change the filter, couldn't turn bolts, every single thing had to be picked clean. I was mad that day.

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This post brought to you by Carl's Jr.

perfect example of the divisiveness of opinion out there.

I think hes nuts running a single tank system, especially with any cast iron in the system, and all the engine problems in the wake of lovecraft conversions back me up.

If VO is gonna stick to anything, its a cast iron pipe.

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This post brought to you by Carl's Jr.

I think it is like this. WVO in particular and even SVO vary a lot as far as to whats in it. As an example one person gets better/lesscontaminated WVO than others do and they get enough of it so that they can develop a proceedure that works.

Then there is how people handle it before it goes into the Thank.
Then there is what type of Tank System and if there is one Heating System is being used. (The differen types of Heating systems very in performance.)
Then there is the Weather in the area the Vehicle is running.
Then there is the Condition of the Engine, Fuel Injection System and Fuel Suppply system to begin with.
Then there is the owners driving habits.
Then there is the Owner/Operator; how much work/attention is He/She willing give to help reduce all of the above mentioned variables.

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84 300D, 82 Volvo 244Gl Diesel

exactly the case with ALL "WVO" systems. Lots of variables, varying widely, yielding lots of different stories about success vs failure.

The folks who have the greatest success are using clean & dry UVO, in older mechanical injection systems with inline pumps in warm climates.

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“Never attempt to teach a pig to sing; it wastes your time and annoys the pig.” ― Robert A. Heinlein

Clean the oil all you like, dewater it, and it will still polymerize. You can even convert it to biodiesel, and it will still happen. Do a search for "Iodine Number" and "fuel quality" and you'll get your answers.

Blend dry canola BD or UVO with ULSD and petrol [with no alcohol] and polymerization does not occur. Soy is more likely to polymerize.

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“Never attempt to teach a pig to sing; it wastes your time and annoys the pig.” ― Robert A. Heinlein

Sounds like this is the answer to rust proofing the under side of the vehicle,
Polymerized VO.


Charlie

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there were three HP ratings on the OM616...

1) Not much power
2) Even less power
3) Not nearly enough power!! 240D w/auto

Anyone that thinks a 240D is slow drives too fast.

80 240D Naturally Exasperated, 4-Spd 388k DD 150mph spedo 3:58 Diff

We are advised to NOT judge ALL Muslims by the actions of a few lunatics, but we are encouraged to judge ALL gun owners by the actions of a few lunatics. Funny how that works