In the spirit of using my new LDS multifuel to it's full potential, I want to equip Mah Deuce with the ultimate fuel system. I'm talking about being able to pour just about anything flammable right into the fuel tank, knowing that it will be processed and filtered before it reaches the engine. The thing is, I'm actually going to be living/traveling in this M109 motorhome fulltime, so the fuel processing system has to be built into Mah Deuce.
When I started researching fuel filters and related components, the name Racor kept coming up. Everything I read seemed to indicate that they set the standard when it comes to fuel filtration. So I contacted them, and they've been really enthusiastic about this project. We're calling it 'an exercise in overkill'.
Although Racor has a TON of experience filtering ally types of fluids, it's not often that they're asked to do it all in one system. The problem is that a lot of components (filters, seals, etc.) are made to work with one type of fluid, and are not compatible with another. But I think we've came up with this list of components, that when properly configured, would seem to be able to filter just about any type of fuel.
I know that some of you have a lot of experience dealing with WMO, WVO, and filtering/processing a variety of other fuels/fluids - so I'd like to ask you guys to take a look at this list of components and tell me what you think. Have an idea about how we could improve on this? Please comment. I would appreciate the input.
Here's a basic rundown of the system as I'm currently envisioning it:
There will be a total of 100 gallons of fuel capacity, split evenly between two tanks: one 50 gallon tank in the stock location on the passenger's-side, and another stock 50 gallon fuel tank on the driver's-side (where the spare tire was). I'm planning on duplicating something like what's in the tractors with dual tanks. As of right now, I'm not planning on having a diesel-only tank. Instead, I'm relying on my ability to pre-heat the fuel. Radiant heating is being used throughout the vehicle, so it will be very easy for me to create a dedicated loop to heat the fuel tanks (I'm going to do something similar for the water tanks). I'll have two propane-fired tankless water-heaters onboard, and two multifuel-fired coolant heaters, which will serve as backups. There's also going to be a heat exchanger built into the engine's coolant system. Racor also makes this neat little coolant heater. But the propane heaters should work in spite of cold temperatures, right? So it seems kind of unnecessary to make room for a 'diesel-only' fuel tank. I guess that leaves me kinda hosed if the propane-fired water heaters went out for any reason though. Hmmmm. I'm obviously still thinking some of these things through. But that's why I'm posting.
Racor's Marine Turbine 1000 unit with a 30-micron filter will serve as the primary fuel filter. These things look amazing! It's a centrifuge, a filter, and a water-separator all built into one unit. This Turbine unit will also incorporate an optional 24V electric priming pump.
A second, identical, Marine Turbine 1000 unit with a 10-micron filter will serve as a secondary fuel filter. Racor is working on a full-flow electric pump that I would add to this Turbine unit whenever it becomes available. I just like the idea of having a backup (or two) when it comes to parts (like fuel pumps) that I might have a hard time replacing in the middle of nowhere.
Although the Turbine 1000 units are specifically designed to separate water from Diesel, Racor told me that I would need an additional water filter to separate the water from used motor oil, ATF, hydraulic fluid, and WVO. They recommended one of these filters in one of these filter housings. Only caveat is that this filter is not compatible with gasoline, so I'd have to make a bypass line that I would switch over to whenever I put gasoline through the tanks.
And then these filters would be equipped with 2-micron filters, and would serve as the final filters in the system.
This FPM-050 fuel polishing unit, along with a FPM-PTC-12 timer/controller, would circulate the fuel through the filters on a programmable timer, so I wouldn't have to worry as much about fuel going bad if/when Mah Deuce might be parked somewhere for a while. My inverter will automatically turn on a generator whenever my batteries discharge to a pre-set point, but ideally, I'd like to power that fuel polishing unit (and everything else onboard) with an array of solar panels on the roof of my M109 box.
What do you guys think? What would you add, or take away, or do differently? How would YOU design/build the ultimate fuel system for a deuce? The only thing to keep in mind, is that space is at a premium. This is a motorhome. I'm not trying to turn Mah Deuce into any type of dedicated fuel-truck.
I really like all those items, except the one that is not compatible with gasoline. Why is it not compatible? Will you have one filter setup for each tank, or will the tank selector decide which tank is feeding the filter system? Have you thought about what goes where? I am planning on un-bolting the secondary and final filters to install my own spin-on filter sys.
The one filter that isn't compatible with gasoline should really never need to come into contact with gasoline, as it's only intended to separate water from the previously mentioned fluids. Evidently those have a much higher percentage of water in them, and the water is suspended in those fluids in such a way that it makes it difficult for the Turbine to separate the water from them. I really don't know much about any of this though, and that's why I'm hoping to get some helpful input from some of the members that have more experience dealing with these fluids/fuels.
As far as where I might locate all of these components, yes, I've given it some thought, but I'm not going to worry about it too much until I figure out exactly what components I've got to make room for. One option is to put them between the framerails, right where the airtanks are. I need to relocate the inside tank anyway (to make room for the t-case PTO driveshaft). Another option might be to mount them where the stock toolbox is (under the driver's seat). Not sure if that space is tall enough though. I've also still got quite a bit of room in the engine compartment (no heaters or other accessories in there yet, except for a Spinner II centrifuge - for the engine oil). So yeah, got a few options. No definitive plans yet though.
A couple of things Jesse, the fuel burning coolant heater must be located below the coolant mass it's heating to work properly. It works by convection so the heated coolant must be able to rise. When hooked up to the engine, it is mounted below it and the coolant flows from the bottom to the top, opposite to normal coolant flow.
It will not work if you try to heat a fuel tank that's located below it.
The Racor is a standard primary fuel filter on the HEMTT and you should be able to find surplussed units for a lot less than buying them new. I did, and have had one installed on the 757 for a couple of years. I like them, the filter elements drop in from above and are treated with a water repellent. I use 30 microns for the primary.
Based on my experience with WVO, you need to consider separate filter systems for normal clean diesel and any alternate fuel, so that you can switch not only the tank, but the entire filtering system along with the fuel.
Install magnetic fuel filtering also...
For fuel selector valves, use aircraft, direct action type. Stay away from "pilot" operated valves, they will clog...all those little passages...
__________________
Bjorn
MEP-018A (needs new generator head)
Avatar: XM757 in OK prepared for 1,000 mile trip home. Part of 6,000 mile journey in 2006.
1968 M49A2C modified with 1960 M756A2 truck bed and 1975 HIAB 765A knuckleboom, exhaust brake and more. (SOLD)
1969 Ford XM757 8x8, 5-ton Pershing 1A truck tractor...the "improved MV".
"Some things can't be made better, just differently......a lot of things actually"
A couple of things Jesse, the fuel burning coolant heater must be located below the coolant mass it's heating to work properly. It works by convection so the heated coolant must be able to rise. When hooked up to the engine, it is mounted below it and the coolant flows from the bottom to the top, opposite to normal coolant flow.
It will not work if you try to heat a fuel tank that's located below it.
The Racor is a standard primary fuel filter on the HEMTT and you should be able to find surplussed units for a lot less than buying them new. I did, and have had one installed on the 757 for a couple of years. I like them, the filter elements drop in from above and are treated with a water repellent. I use 30 microns for the primary.
Based on my experience with WVO, you need to consider separate filter systems for normal clean diesel and any alternate fuel, so that you can switch not only the tank, but the entire filtering system along with the fuel.
Install magnetic fuel filtering also...
For fuel selector valves, use aircraft, direct action type. Stay away from "pilot" operated valves, they will clog...all those little passages...
Hi Bjorn. Thanks for the tip regardingthose water heaters, but they're going to be inline with my propane water heaters, so I will have water pumps pushing fluids through the system. Will that be a problem? I'd love to get some info about how much these heaters might be able to raise the temperature of water/coolant in a single pass. Would also be interested in hearing any thoughts about how they might work in an application where they could be used for extended periods of time. Can they handle that type of use?
That's great to know about the Racor filter. And it's already OD green!
Why a completely separate system for the WVO? Are you recommending a second, duplicate system? Or a different type of system?
The magnet filtration is also a good idea, but I wonder if it's necessary with the centrifuges in the Racor filters. I'll look into it. Any recommendations as far as magnet filters go?
Thanks for the link, but I agree - that looks like a gimmick the way they're marketing it. No mention of how it actually works, or micron ratings, or anything...
The question I have: What are you gonna do when you pour veggie oil (WVO) in, run it for a little bit, shut it down and then you have cold thick veggie oil in your lines? Even when its good pure oil, it will still thicken when cold. Thats why there are two tank systems, one to heat WVO and one to flush out the system prior to shutdown.
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Area52's answer to most questions:
I am thinking along the same lines except I plan to haul much of my processed WVO and the processing equipment on a twin axle trailer. Also, I plan to carry a diesel powered generator on this same trailer with slave cable connecting a large battery pack so most everything can run on 24V DC. NO PROPANE for me; bad incident in my past. Fortuneately, I have a M36A2 which gives me a little more room so will mount the battery pack under the bed where the spare tire was. Later I might add a solar panel to augment this set up and thus extend the time out in the boonys.
I suggest running only on diesel when in very cold conditions, at least on start ups and shut downs. Also, The Man will be checking for none-tax-paid fuel so keeping the original fuel tank as is should be strongly considered.
how much pressure does then marine turbine 1000 need to in order to clean.
I don't know, but that's on my list of questions I need to ask (so I get get the right fuel pump). I'll let you know as soon as I find out.
Quote:
Originally Posted by area52
The question I have: What are you gonna do when you pour veggie oil (WVO) in, run it for a little bit, shut it down and then you have cold thick veggie oil in your lines? Even when its good pure oil, it will still thicken when cold. Thats why there are two tank systems, one to heat WVO and one to flush out the system prior to shutdown.
I was going to ask (don't laugh) if there's any way that I might be able to purge the lines with... air. Maybe I should just plan on installing a small diesel-only tank, huh?
Quote:
Originally Posted by orren
I am thinking along the same lines except I plan to haul much of my processed WVO and the processing equipment on a twin axle trailer. Also, I plan to carry a diesel powered generator on this same trailer with slave cable connecting a large battery pack so most everything can run on 24V DC. NO PROPANE for me; bad incident in my past. Fortuneately, I have a M36A2 which gives me a little more room so will mount the battery pack under the bed where the spare tire was. Later I might add a solar panel to augment this set up and thus extend the time out in the boonys.
I suggest running only on diesel when in very cold conditions, at least on start ups and shut downs. Also, The Man will be checking for none-tax-paid fuel so keeping the original fuel tank as is should be strongly considered.
Good luck and happy trails less traveled.
Orren
I'm going to be hauling a small (10ft) enclosed trailer too. At least, most of the time. But I would much rather have the fuel processing equipment on the truck, so I can filter fuel even when I don't have my trailer with me.
ultimate onboard fuel filtration / processing setup
