My WVO system for the 24V (Waste Veggie Oil) - Page 4 - Dodge Cummins Diesel Forum
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post #37 of 42 (permalink) Old 12-19-2013, 03:31 PM
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So if I blend successfully with say 10% gas max. I may be able to match viscosity of diesel. Then only issue is starting engine on cold oil. Maybe the fix for that is to have a small diesel tank to start and shut down. Would use manual tank valve to swap to main tank with blend in it after slightly warmed up.

Anyone tried that? I hate to subject myself to the alleged issues when running wvo in a cold engine.


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Brutus: '01 3500 dually 2x4, 5sp, stock except CAI, Banks 4" exhaust, Edge EZ, boost elbow,Bosch RV275s, Airtex 7351 lift pump.
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post #38 of 42 (permalink) Old 12-22-2013, 11:40 PM
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You can't match diesel viscocity using any amount of WVO. The best you can do is to match the flash point and an acceptable level of viscocity. WVO shouldn't ever be used unheated when your coldest ambient temperatures dip down to 45deg. F. Any temp below that will cause solidification and clog filters.

93 W250 LE Club Cab, AT, 3.91 Sure Grip, DE 4"exh, Cooler Tubz, BHAF, Gauges, POD's, M&H timing spacer, Gillette Diesel fuel pin & 60cm compressor, Star wheel turned, Power screw maxed, KDP and case bolts fixed, WVO conversion, Skyjacker, Rancho's
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post #39 of 42 (permalink) Old 01-04-2014, 02:42 PM
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I have kept on with the research.

Just read Ray Holan's book "Sliding Home." A good read for sure. Read a lot of things I had already learned, but also found some new info and good resources for parts etc as well.

He goes through the whole idea of blending, and what to blend with. At the end of the day, Kerosene is really the best blending agent of all. Doesn't fool with Cetane rating (like gasoline does, makes it lower), and the cost is decent, fairly available, and the viscosity is half that of regular D2 diesel. That makes it the better choice overall - since it's lower viscosity you would use less of it to achieve the same target.

I know patracy had issues with heat, or viscosity, or ???, I have seen quite a few different posts on the different sites. Not knocking him for sure, but it seems there are still several companies that make "kits" for the VP44 trucks and say they have success with them. Is it possible that while driving the oil temp went down (since consumption went up) and the thicker oil caused the timing issues / dead pedal / codes that he reported?

I'm thinking that a blend of 10-30% Kero, along with heating to a lower temp like 120-140F, would get the viscosity the same as D2 or close to it, while not subjecting the VP to quite as much heat.

The trick will be to regulate that temp. I think Plantdrive makes the Vegtherm line of electric heaters. Perhaps one could dial the temp in that way.

Though there are not many examples out there on the forums, there are at least a few that claim they have done conversions (or upgrades as Holan calls them) on the VP trucks and are still running with no issues. The problem is that is seems to be difficult to contact such an individual for any real solid info. Some of the posts are years old, so I don't know what the latest results are.

I hate the thought that I need to trade trucks with someone to make use of WVO. P pump conversion is just too costly I think, although if the VP goes out, then maybe it makes sense afterall.

Brutus: '01 3500 dually 2x4, 5sp, stock except CAI, Banks 4" exhaust, Edge EZ, boost elbow,Bosch RV275s, Airtex 7351 lift pump.
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post #40 of 42 (permalink) Old 01-14-2014, 05:36 PM
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The local WVO conversion shop won't touch a VP44 rig. It's a ticking time bomb already.

Patracy - I'd really like a write-up/instructions about how to use the 555 chip as an automotive timer. I have a non-diesel application I'm searching for a solution for and this could be it. If you don't mind...
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post #41 of 42 (permalink) Old 01-14-2014, 05:56 PM Thread Starter
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I no longer have my Dodge. Didn't keep any schematics. Sorry.
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post #42 of 42 (permalink) Old 01-14-2014, 09:04 PM
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Rats. Thanks for the reply.
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