BurnVeg.com Forums

[froggo]

Hi everyone,

just a few pics of my wvo conversion. This tough old 4x4 vehicle has a 3.6litre engine, idi, inline ip, na.

It's used for long trips out bush, camping, towing camper/boat, lots off road work. This system is not designed for a short purge because it's not necessary with the work it does. I designed the wvo system to be reliable and capable of burning fatty wvo without plugging the filter. The filter is also flushed out with diesel at each purge which helps lubricate as hot diesel enters the ip during the shutdown purge.

I manage the system with a vaccume gauage connected between the filter and lift pump to show how hard the pump is working. This gives me advance warning on the 5micron filter and when I need to change it. The vacc gauage is mounted in the cab for easy viewing.

I also monitor the wvo temp before the ip. There is a sensor in the fuel line in contact with the wvo and again a cab mounted gauage next to the vacc.

This model Toyota doesn't have a fuel return to tank, only a looped injector overflow to the ip.

Mounted on the firewall under the lid is a three way ball valve with a dial on the dash to select diesel or wvo. The dial connects to the valve via a rod.












God bless froggo
_________________
I don't suffer from insanity; I enjoy every minute of it!

HJ45 Landcruiser, 2 tank wvo homemade system.

[froggo]

Hi everyone,

The troopy has been going great, it seems to be running better now than pre conversion.

All wvo system parts are good with no problems.

The fuel filters are lasting about 10,000km. I've now decided to replace them when I give her a service every 5000km, at $4.00 each filter it's cheap insurance.

I now use a blend in my start up diesel tank all year round.

The winter blend is 60%diesel, 30%wvo, 10%rug [ulp].

The summer blend is 60%wvo, 30%diesel, 10%rug [ulp].

Pretty happy with how it's all been working, cannot imagine owning a diesel now and not using wvo.

God bless froggo.
_________________
I don't suffer from insanity; I enjoy every minute of it!

HJ45 Landcruiser, 2 tank wvo homemade system.

[dark_flame221]

Salut froggo ! sa va!?

Nice Conversion, what is the main use of the truck ?, Where is it located, what kind of wheater is it living in ?

, just got a qestion about the looped system, you looped the return line right before the ip ? thx for your precision !

[froggo]

Hi dark_flame221,

I use the troopy for everything, but it does alot of towing our camper, boat, and other off road 4x4 work.

The vehicle is located in Australia. I live in a area where we get some sub zero deg C temps in winter and above 40 deg C temps in summer.

There is a big temp variation and so far my wvo system has handled it all well.

The looped fuel system is a standard factory set up for these vehicles with the seperate lift pump and inline injector pump.

The loop returns to the lift pump fuel inlet. It has a double banjo bolt with two barbs, one from fuel tank and other for the looped injector overflow pipe.

Because it's a looped system there is no fuel return to tank so the simple 3 way ball valve can be used.

God bless, froggo
_________________
I don't suffer from insanity; I enjoy every minute of it!

HJ45 Landcruiser, 2 tank wvo homemade system.

[coachgeo]

Pretty sure that every older type diesel has some means of bleeding out air from the fuel. Many times this air is fed into the return line to get sent to the tank.

I am real curious how Toyota on this engine is bleeding air... Any insight to this?
_________________
Life; It's all in the Balance

[froggo]

Hi coachgeo,

yes I know it is seems strange but these inline ip's are low flow. They only provide the engine with the required fuel for the rpm that it's doing.

There is a small amount of injector overflow that returns to the inlet of the lift pump.

The lift pump and ip are also lubricated via engine sump oil system.

There is a air bleed bolt on the stock fuel filter which is located at the highest point in the fuel system. I have replaced this with the delphie unit as per the pictures but it's in the origional location.

There is a manual primer on the lift pump at the low point which is standard. Combined with the bleed bolt it is easy to bleed the system of air, but you must crack the injector pipes one at a time to get it all.

Once it's done the only time air ever enters the system again is when you change the fuel filter, you run out of fuel or cracked injection pipes.

I've never had air enter the fuel system unless I've changed something, once bled that's it.

Later models got the new ip that were high flow units They all had return to tank because the ip pumped way more fuel than the engine required.

The added advantage to this system was air bubbles would be sent to the tank.

Hope this helps answer your questions,

Merry christmas and God bless, froggo.
_________________
I don't suffer from insanity; I enjoy every minute of it!

HJ45 Landcruiser, 2 tank wvo homemade system.

[froggo]

Hi everyone,

over the last few months strange things began happening with the troopy.

Coolent began blowing out the radiator cap so I changed the thermostat.
No change, so I thought the water pump may not be pumping coolent fast enough and replaced it. No change.

I then noticed that the coolent system had pressure in it after 2 days not running.

Tested the radiator with a exhaust probe and found exhaust gasses in coolent. There was no coolent in the oil or oil in the coolent.

Cracked head after 700,000km's and 30 years on the road.

I've almost completed a full engine rebuild, ip and lift pump rebuild, new injectors.

This rebuild has cost less than what I've saved using wvo for two years.

God bless froggo.
_________________
I don't suffer from insanity; I enjoy every minute of it!

HJ45 Landcruiser, 2 tank wvo homemade system.

[coachgeo]

how did the insides look? like a 700000km engine or more cokey than one that old... or less orrr????
_________________
Life; It's all in the Balance

[froggo]

Hi coachgeo,

I did not get to pull the whole engine down. I could not re-build the engine myself cheaper than my local agri diesel shop could sell me a long motor.

I could get the parts but the labor cost on the machine work was the killer.

I had a good look at the pre comp chambers and they were not to bad. There was a film of carbon across a few of the injectors. The engine at no time overheated so I was thinking the head may have developed a hot carbon spots causing the crack.

The injectors had done about 100,000km's since testing so maybe they were not at the correct pop pressure causing carbon deposits.

The first thing I noticed was a glow plug failure. When I removed the plug it was damaged on the tip, it was deformed and looked melted.

It's possible the cracked head was caused by overfuelling or a bad injector.

Apart from the coolent being forced out the overflow the engine was still running well.

God bless, froggo.
_________________
I don't suffer from insanity; I enjoy every minute of it!

HJ45 Landcruiser, 2 tank wvo homemade system.