Bill,

I understand. IMO, the system you're talking about is a system I first saw
used on CAT diesels. I attended a CAT school in Peoria on the system and am
familiar with it in an earlier generation. By my definition the system is
hydromechanical with electronic control. The digital system decides when
and for how long to actuate the solenoid which permits the already
pressurized fuel to flow through the injector to be atomized and burned.
BTW, virtually all high pressure diesel pumps are precision pumps.

Detroits and EMDs were the only engines in my experience that used the rack
control and unit injector system. Cummins used the PT system and CAT used
an injector pump operated by a cam which pressurized the fuel in a timed
fashion until the pressure required to cause the injector to "pop off" was
reached. Roosamaster (Stanadyne (sp?)) used a distributor type rotary pump
with injectors similar to the CAT pop off injectors.

YMMV.

Butch
"Bill McKee" wrote in message
news
All diesel inject is not mechanical. The new engines, like my Duramax or
Eisbocks Ford 6.0 are electronic FI. There is a high pressure, precision
pump that generates the high fuel pressure to a single fuel block, the
single rail. The Electronics pull the solenoid and allow a precise amount
of fuel to inject. My duramax does 3 shots per power stroke. The old
Detroit Diesels, etc had a mechanical piston to inject the fuel. You
adjusted the "Racks" to get the best fuel burn on average. Was to early
at idle, why lots of rattle (pinging) at low RPM's. Probably bigger jets
in the injector also. Only one shot per power stroke. The new pumps will
be close tolerance and smaller holes in the injectors. You would have to
save a lot of money on diesel to pay for the repair of either the pump or
the injector. Lots more for the pump.

"Butch Davis" wrote in message
ink.net...
Bill,

I'm not sure I understand your question.

But, all diesel fuel injection systems are mechanical. They are also
hydraulic. New systems use digitial electronics to more perfectly
control the hydraulic/mechanical action to more perfectly inject the
precise quantity of fuel required at the precise time it is required.
This serves to more completely burn the fuel and to eliminate the
unburned hydrocarbons so problematic with older poorly maintained
systems. The byproduct of these improved systems is vastly improved fuel
economy and improved longevity of engine upper deck components.

I continue to advocate recycling used diesel engine lube oil as fuel.

YMMV.

Butch
"Bill McKee" wrote in message
nk.net...
But weren't these mostly mechanical fuel injection?

"Butch Davis" wrote in message
ink.net...
Lots of opinions with little in the way of facts.

The practice of burning used diesel engine crankcase oil as fuel has
been popular with fleet users for many years. The main caution is that
the oil must not have been contaminated by coolant. The practice will
not void the warranties of any of the major engine manufacturers. The
lube oil is burned completely and, BTW, has a higher BTU content than
fuel oil.

The process should be done carefully in order not to "over oil" the
fuel. Racor, the filter manufacturer, used to sell a system for the
purpose. I bought several for a fleet of large EMD, Cummins, and CAT
generators. The systems made us a lot of money by saving the cost of
disposal of used lube oil and avoiding the cost of thousands of gallons
of fuel oil. The Racor kits were in several sizes to accomodate small
to large applications. I don't know if Racor continues to market the
systems.

Butch
wrote in message
oups.com...

Tamaroak wrote:
I recently read something about adding the used oil from your
crankcase
(20 quarts from my engine) to your diesel tanks to burn up, thus
saving
the purchase of five gallons of fuel and eliminating the problem of
disposal.

I would be diluting it into 320 gallons of fuel.

Is this common?

Capt. Jeff

Wouldn't have been a problem in older diesels, but I wouldn't do it
with the new high output types, with high pressure fuel delivery, etc