Alternative fuel filter setup?
Alternative fuel filter setup?
Hi all,
I am yet again chasing air leaks in my fuel lines on my W210 E300 turbodiesel, I have a feeling its the seal on the pre filter again so will carry on fault finding.
Anyway, I was just wondering if anyone had replaced the whole fueling setup to just have a single fuel filter going from the tank feed to the cutoff solenoid?
As far as I am aware the fuel pressure is only at around 1 bar rather than the usual 50psi found in petrol engines fuel systems as its just a case of moving fuel from the tank to the injection pump.
I know of the requirement to have clean fuel going into the pump owing to all of the intricate passages within the pump and injectors but was just thinking if I could get a single large filter instead.
Does anyone know the size of the fittings on the fuel cut off solenoid? I guess I could look into simply attaching fuel line over the OEM connector and use the OEM connector as an adaptor so to speak.
Ideally I would just want to have:
Fuel feed > large fuel filter > cut off solenoid > fuel injection pump > fuel return
Has anyone done anything like this at all? I am guessing there have been other setups when using WVO due to the need for larger filters? Tempted to go along with the Lotus philosophy of "simplify then add lightness".
u cant by pass the lift pump....
or u can but the car may not work as it should....
what the dificult on buing 20 o rings green ones.... in a specialized shop and change all of them ??
usually the air gets in by the prefilter o ring assy , the one wich is 20 and something mm diameter.
(10-28-2015, 07:25 AM)m1tch So I can't run an electric pump from the tank to a fuel filter then into the stop solenoid then into the injection pump inlet?
(10-28-2015, 07:25 AM)m1tch So I can't run an electric pump from the tank to a fuel filter then into the stop solenoid then into the injection pump inlet?
(10-28-2015, 07:25 AM)m1tch So I can't run an electric pump from the tank to a fuel filter then into the stop solenoid then into the injection pump inlet?
(10-28-2015, 07:25 AM)m1tch So I can't run an electric pump from the tank to a fuel filter then into the stop solenoid then into the injection pump inlet?
(10-28-2015, 08:07 AM)Hario(10-28-2015, 07:25 AM)m1tch So I can't run an electric pump from the tank to a fuel filter then into the stop solenoid then into the injection pump inlet?
YEs defo, you just didn't mention elec pump in your first thread.
Cheapest option is a filter head from a DAF or similar, and the stop solenoid can be removed and replaced with a drilled metal plate, tapped for a fuel fitting or a banjo.
I have this pump for next project to tackle, between tank and filter:
http://www.ebay.co.uk/itm/BMW-FUEL-PUMP-...SwT5tWKilr
(10-28-2015, 08:07 AM)Hario(10-28-2015, 07:25 AM)m1tch So I can't run an electric pump from the tank to a fuel filter then into the stop solenoid then into the injection pump inlet?
YEs defo, you just didn't mention elec pump in your first thread.
Cheapest option is a filter head from a DAF or similar, and the stop solenoid can be removed and replaced with a drilled metal plate, tapped for a fuel fitting or a banjo.
I have this pump for next project to tackle, between tank and filter:
http://www.ebay.co.uk/itm/BMW-FUEL-PUMP-...SwT5tWKilr
The stop solenoid is just for immobiliser, EDC moves rack to zero to kill.
Just leave it hanging tucked out the way, etc. I only mentioned that because the stock lines are 6mm ID and if you fit aftermarket filter and elec pump etc, its all gona come with bigger ID lines, 8mm or so.
Elec pump on ignition live will prime for you a treat, remember to fit an inertia switch to the circuit so you don't burn to death. Those DAF heads come with a primer as well
http://www.ebay.co.uk/itm/DAF-FUEL-PRIME...OxyoVZTHPW-
(10-28-2015, 03:20 AM)m1tch Hi all,
I am yet again chasing air leaks in my fuel lines on my W210 E300 turbodiesel, I have a feeling its the seal on the pre filter again so will carry on fault finding.
Anyway, I was just wondering if anyone had replaced the whole fueling setup to just have a single fuel filter going from the tank feed to the cutoff solenoid?
As far as I am aware the fuel pressure is only at around 1 bar rather than the usual 50psi found in petrol engines fuel systems as its just a case of moving fuel from the tank to the injection pump.
I know of the requirement to have clean fuel going into the pump owing to all of the intricate passages within the pump and injectors but was just thinking if I could get a single large filter instead.
Does anyone know the size of the fittings on the fuel cut off solenoid? I guess I could look into simply attaching fuel line over the OEM connector and use the OEM connector as an adaptor so to speak.
Ideally I would just want to have:
Fuel feed > large fuel filter > cut off solenoid > fuel injection pump > fuel return
Has anyone done anything like this at all? I am guessing there have been other setups when using WVO due to the need for larger filters? Tempted to go along with the Lotus philosophy of "simplify then add lightness".
You can use the whole system off of a OM 603 and eliminate the o-ring style fittings to a banjo fitting instead. I do this on my Om 606 to OM 603 pump conversions.
(10-28-2015, 03:20 AM)m1tch Hi all,
I am yet again chasing air leaks in my fuel lines on my W210 E300 turbodiesel, I have a feeling its the seal on the pre filter again so will carry on fault finding.
Anyway, I was just wondering if anyone had replaced the whole fueling setup to just have a single fuel filter going from the tank feed to the cutoff solenoid?
As far as I am aware the fuel pressure is only at around 1 bar rather than the usual 50psi found in petrol engines fuel systems as its just a case of moving fuel from the tank to the injection pump.
I know of the requirement to have clean fuel going into the pump owing to all of the intricate passages within the pump and injectors but was just thinking if I could get a single large filter instead.
Does anyone know the size of the fittings on the fuel cut off solenoid? I guess I could look into simply attaching fuel line over the OEM connector and use the OEM connector as an adaptor so to speak.
Ideally I would just want to have:
Fuel feed > large fuel filter > cut off solenoid > fuel injection pump > fuel return
Has anyone done anything like this at all? I am guessing there have been other setups when using WVO due to the need for larger filters? Tempted to go along with the Lotus philosophy of "simplify then add lightness".
You can use the whole system off of a OM 603 and eliminate the o-ring style fittings to a banjo fitting instead. I do this on my Om 606 to OM 603 pump conversions.
How are you connecting into the injection pump inlet? That is really the missing link. I'd love to get rid of the shut off valve. It serves no real purpose and is a potential source of failure.
The SOV is sealed with six freaking O-rings. Two internally, the seal at the IP, and the three pipes. Every one of them has failed on one or more of the OM606 engines I've owned.
(10-28-2015, 08:22 AM)Hario The stop solenoid is just for immobiliser, EDC moves rack to zero to kill.
Just leave it hanging tucked out the way, etc. I only mentioned that because the stock lines are 6mm ID and if you fit aftermarket filter and elec pump etc, its all gona come with bigger ID lines, 8mm or so.
Elec pump on ignition live will prime for you a treat, remember to fit an inertia switch to the circuit so you don't burn to death. Those DAF heads come with a primer as well
http://www.ebay.co.uk/itm/DAF-FUEL-PRIME...OxyoVZTHPW-
(10-28-2015, 09:39 AM)zeeman You can use the whole system off of a OM 603 and eliminate the o-ring style fittings to a banjo fitting instead. I do this on my Om 606 to OM 603 pump conversions.
(10-28-2015, 12:17 PM)Druk I have this on my conversion. Filter/water-trap and primer pump all in one. I kept the main OE filter as well but did away with the fine one on the OE filter housing.
(10-28-2015, 10:35 PM)AlanMcR How are you connecting into the injection pump inlet? That is really the missing link. I'd love to get rid of the shut off valve. It serves no real purpose and is a potential source of failure.
The SOV is sealed with six freaking O-rings. Two internally, the seal at the IP, and the three pipes. Every one of them has failed on one or more of the OM606 engines I've owned.
(10-28-2015, 08:22 AM)Hario The stop solenoid is just for immobiliser, EDC moves rack to zero to kill.
Just leave it hanging tucked out the way, etc. I only mentioned that because the stock lines are 6mm ID and if you fit aftermarket filter and elec pump etc, its all gona come with bigger ID lines, 8mm or so.
Elec pump on ignition live will prime for you a treat, remember to fit an inertia switch to the circuit so you don't burn to death. Those DAF heads come with a primer as well
http://www.ebay.co.uk/itm/DAF-FUEL-PRIME...OxyoVZTHPW-
(10-28-2015, 09:39 AM)zeeman You can use the whole system off of a OM 603 and eliminate the o-ring style fittings to a banjo fitting instead. I do this on my Om 606 to OM 603 pump conversions.
(10-28-2015, 12:17 PM)Druk I have this on my conversion. Filter/water-trap and primer pump all in one. I kept the main OE filter as well but did away with the fine one on the OE filter housing.
(10-28-2015, 10:35 PM)AlanMcR How are you connecting into the injection pump inlet? That is really the missing link. I'd love to get rid of the shut off valve. It serves no real purpose and is a potential source of failure.
The SOV is sealed with six freaking O-rings. Two internally, the seal at the IP, and the three pipes. Every one of them has failed on one or more of the OM606 engines I've owned.
(10-29-2015, 02:54 AM)m1tch(10-28-2015, 09:39 AM)zeeman You can use the whole system off of a OM 603 and eliminate the o-ring style fittings to a banjo fitting instead. I do this on my Om 606 to OM 603 pump conversions.
I have a spare OM603 pump in the garage but will be keeping the EDC pump for my engine - unless you mean the fittings attached to the pump?
(10-28-2015, 10:35 PM)AlanMcR How are you connecting into the injection pump inlet? That is really the missing link. I'd love to get rid of the shut off valve. It serves no real purpose and is a potential source of failure.
The SOV is sealed with six freaking O-rings. Two internally, the seal at the IP, and the three pipes. Every one of them has failed on one or more of the OM606 engines I've owned.
I need to check which lines are which and where the fuel actually enters the pump, it was mentioned that I could replace the SOV with a drilled plate to accept a banjo fitment. I can see why this setup seems to get air in all the time, it's rather complicated with so many possible O rings to leak!
(10-29-2015, 02:54 AM)m1tch(10-28-2015, 09:39 AM)zeeman You can use the whole system off of a OM 603 and eliminate the o-ring style fittings to a banjo fitting instead. I do this on my Om 606 to OM 603 pump conversions.
I have a spare OM603 pump in the garage but will be keeping the EDC pump for my engine - unless you mean the fittings attached to the pump?
(10-28-2015, 10:35 PM)AlanMcR How are you connecting into the injection pump inlet? That is really the missing link. I'd love to get rid of the shut off valve. It serves no real purpose and is a potential source of failure.
The SOV is sealed with six freaking O-rings. Two internally, the seal at the IP, and the three pipes. Every one of them has failed on one or more of the OM606 engines I've owned.
I need to check which lines are which and where the fuel actually enters the pump, it was mentioned that I could replace the SOV with a drilled plate to accept a banjo fitment. I can see why this setup seems to get air in all the time, it's rather complicated with so many possible O rings to leak!
(10-29-2015, 02:33 PM)AlanMcR Does someone actually make a solenoid delete plate? It seems like this would be ripe for leakage. To start with, is the face of the IP a cast surface or machined flat?
(10-29-2015, 02:33 PM)AlanMcR Does someone actually make a solenoid delete plate? It seems like this would be ripe for leakage. To start with, is the face of the IP a cast surface or machined flat?