On Sun, 29 Jul 2007 19:47:52 -0700, Joe
wrote:

On Jul 29, 5:33 pm, "Roger Long" wrote:
"David Scheidt" wrote



Why would there be? The seperation is done by gravity.

Undoubtedly. Someone else raised the minimum flow question which seemed
plausible to me only because of seeing spiral grooves on some of the bowl
housings that looked as if the centrifugal effects of flow might be intended
to assist gravity. Maybe so but it apparently isn't a big enough
contribution for Racor to warn against diminished performance at low flow
rates.

A more likely probabiliy now seems to me to be that the grooves are intended
to slow the flow so that gravity will have more time to do its work. I'm
skeptical now that there is a downside to a large filter.

--
Roger Long

Be as skeptical as you want Roger. I even posted the telephone number
to Parker Racor. They are open on Mondays.

For many years I ran crewboats that had from 8 racor filter housing
to 14 housing on a single boat 3-5 mains and 2 gen-sets burning
between 600-900,000 gallons of fuel a year. And I've lived on a boat
I've owned for 13 years now with racor set-ups and have I've changed
at least a thousand Racor filters and supervised several thousand more
changes, and have meet with Racor reps many times.

A vortex is made in the bowl that helps seperate the water from the
fuel. They work best at full flow as the suspended water has more time
spirling in the vortex and with it's higher specific gravity settles
fast, sort of like panning for gold if you can grab that
concept..geeze at they let you on the mir.

BTW Additives are for kids, a waste of money and more often than not
they just
foul things up more than they help.

WWII Corsairs had water injectors..greatly bumped the HP in
combat...but over time (minutes) it turned the valves white hot and
they start dripping on the pistons. Every engine that used a water
booster had to be re-buildt.

Can you get up on plane with your water boosted diesel fuel?

Joe
USMM Master# 607529

Sure hate to disagree with you but I used to work on B-50's and
KC-97's. 28 cylinder, turbo charged, water injected, air cooled,
radial engines. 3500 HP dry and 3750 HP wet. The normal procedure was
to use water injection on every takeoff.

I don't ever remember changing a cylinder for low compression, i.e.,
valve, in fact most cylinder changes were for detonation damage caused
by excessively lean mixtures.

At this distance I don't remember the time change on the engines but
it wasn't that much different from the 3350's I worked on which were
not water injected.


Bruce in Bangkok
(brucepaigeATgmailDOTcom)