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#21
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Fuel Polishing again.
Pull the fuel through the filter, don't push.
"Doug Dotson" wrote in message ... I am assembling my posihing system. Not clear whether it is better to put the pump on the pressure side or the vacuum side. Having no filter on the intake of the pump seems risky. I am using a 2 stage approach. maybe putting the filter between the filters is an option. Doug s/v Callista |
#22
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Fuel Polishing again.
"R" == Rick writes:
R Steven Shelikoff wrote: IOW, even if the pump is past the filter drawing fuel through it, the filter is still in "pressure" mode because it's really the atmospheric pressure pushing fuel through the filter. R The difference is that if the pump suction pulls water and fuel R directly from the tank it will do an excellent job of mixing it up to R form an emulsion that will not filter out very effectively. R The path should be, a basket strainer to catch the chunks, a R separarator/filter to eliminate the bulk of the water and the smaller R suspended particles, the pump, then the finer stages of filtration. R This is all assuming you don't have access to a centrifuge which is R really the best way to handle the process. R Rick Do you happen to know if there is any centrifugal separator on the market suited to small boats? I cannot really think of any technical reasons why not, but perhaps the market isn't there. Btw., I once had a Scania truck diesel engine which had a centrifuge for its lubrication oil. Judging from the amount of gunk it separated out of the oil, it worked very well. -- This page intentionally left blank |
#23
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Fuel Polishing again.
"R" == Rick writes:
R Steven Shelikoff wrote: IOW, even if the pump is past the filter drawing fuel through it, the filter is still in "pressure" mode because it's really the atmospheric pressure pushing fuel through the filter. R The difference is that if the pump suction pulls water and fuel R directly from the tank it will do an excellent job of mixing it up to R form an emulsion that will not filter out very effectively. R The path should be, a basket strainer to catch the chunks, a R separarator/filter to eliminate the bulk of the water and the smaller R suspended particles, the pump, then the finer stages of filtration. R This is all assuming you don't have access to a centrifuge which is R really the best way to handle the process. R Rick Do you happen to know if there is any centrifugal separator on the market suited to small boats? I cannot really think of any technical reasons why not, but perhaps the market isn't there. Btw., I once had a Scania truck diesel engine which had a centrifuge for its lubrication oil. Judging from the amount of gunk it separated out of the oil, it worked very well. -- This page intentionally left blank |
#24
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Fuel Polishing again.
Seems to me if the filters are clean and if there is a screen or coarse
filter to protect the pump the differences between having the fine filter before or after the pump are probably academic. I don't know the pump details or characteristics, but pumps need to have their inlet pressure above some minimum figure - net positive suction head - or they don't work. And it's much easier to find leaks of fuel out of a pipe than air leaks into it. If it leaks fuel it's still working, if it leaks air in it probably isn't. So I'd think more about troubleshooting the system when there has been some bad fuel and the filter pressure drop is getting high --- I'd like to see the pump protected against things which might damage it, then a pressure gauge , then the finest filters. It might not be the best arrangement in terms of emulsifying water, but I'll bet it's the easiest one to diagnose. Mark the pressure gauge with new pump and a clean filter, second mark corresponds to max filter pressure drop. If you really want more assurance that it's running OK, either add a pressure gauge on the suction side of the pump to prove the inlet strainer is not blocked, or a delivery side sample point you can use for a flowrate check. I'd go for the flowrate check, and make the inlet strainer as coarse as possible - it's a strainer to protect the pump, not a filter .... David "Rick" wrote in message hlink.net... Steven Shelikoff wrote: IOW, even if the pump is past the filter drawing fuel through it, the filter is still in "pressure" mode because it's really the atmospheric pressure pushing fuel through the filter. The difference is that if the pump suction pulls water and fuel directly from the tank it will do an excellent job of mixing it up to form an emulsion that will not filter out very effectively. The path should be, a basket strainer to catch the chunks, a separarator/filter to eliminate the bulk of the water and the smaller suspended particles, the pump, then the finer stages of filtration. This is all assuming you don't have access to a centrifuge which is really the best way to handle the process. Rick |
#25
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Fuel Polishing again.
Seems to me if the filters are clean and if there is a screen or coarse
filter to protect the pump the differences between having the fine filter before or after the pump are probably academic. I don't know the pump details or characteristics, but pumps need to have their inlet pressure above some minimum figure - net positive suction head - or they don't work. And it's much easier to find leaks of fuel out of a pipe than air leaks into it. If it leaks fuel it's still working, if it leaks air in it probably isn't. So I'd think more about troubleshooting the system when there has been some bad fuel and the filter pressure drop is getting high --- I'd like to see the pump protected against things which might damage it, then a pressure gauge , then the finest filters. It might not be the best arrangement in terms of emulsifying water, but I'll bet it's the easiest one to diagnose. Mark the pressure gauge with new pump and a clean filter, second mark corresponds to max filter pressure drop. If you really want more assurance that it's running OK, either add a pressure gauge on the suction side of the pump to prove the inlet strainer is not blocked, or a delivery side sample point you can use for a flowrate check. I'd go for the flowrate check, and make the inlet strainer as coarse as possible - it's a strainer to protect the pump, not a filter .... David "Rick" wrote in message hlink.net... Steven Shelikoff wrote: IOW, even if the pump is past the filter drawing fuel through it, the filter is still in "pressure" mode because it's really the atmospheric pressure pushing fuel through the filter. The difference is that if the pump suction pulls water and fuel directly from the tank it will do an excellent job of mixing it up to form an emulsion that will not filter out very effectively. The path should be, a basket strainer to catch the chunks, a separarator/filter to eliminate the bulk of the water and the smaller suspended particles, the pump, then the finer stages of filtration. This is all assuming you don't have access to a centrifuge which is really the best way to handle the process. Rick |
#26
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Fuel Polishing again.
Rick wrote:
Steven Shelikoff wrote: IOW, even if the pump is past the filter drawing fuel through it, the filter is still in "pressure" mode because it's really the atmospheric pressure pushing fuel through the filter. The difference is that if the pump suction pulls water and fuel directly from the tank it will do an excellent job of mixing it up to form an emulsion that will not filter out very effectively. Then it sounds like it would be better to have the pump past the filters. The path should be, a basket strainer to catch the chunks, a separarator/filter to eliminate the bulk of the water and the smaller suspended particles, the pump, then the finer stages of filtration. Well, now I have to ask why the pump should be before the finer stages of filtration. It seems to me that as long as it can maintain a sufficient pressure differential across all the stages of filtration, it wouldn't matter where the pump is. Of course if it can't do that (not enough suction for all the stages before it) then you'd have to move the pump up in the stream like you suggest above. This is all assuming you don't have access to a centrifuge which is really the best way to handle the process. I do, but it's a little big to fit on the boat. Steve |
#27
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Fuel Polishing again.
Rick wrote:
Steven Shelikoff wrote: IOW, even if the pump is past the filter drawing fuel through it, the filter is still in "pressure" mode because it's really the atmospheric pressure pushing fuel through the filter. The difference is that if the pump suction pulls water and fuel directly from the tank it will do an excellent job of mixing it up to form an emulsion that will not filter out very effectively. Then it sounds like it would be better to have the pump past the filters. The path should be, a basket strainer to catch the chunks, a separarator/filter to eliminate the bulk of the water and the smaller suspended particles, the pump, then the finer stages of filtration. Well, now I have to ask why the pump should be before the finer stages of filtration. It seems to me that as long as it can maintain a sufficient pressure differential across all the stages of filtration, it wouldn't matter where the pump is. Of course if it can't do that (not enough suction for all the stages before it) then you'd have to move the pump up in the stream like you suggest above. This is all assuming you don't have access to a centrifuge which is really the best way to handle the process. I do, but it's a little big to fit on the boat. Steve |
#28
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Fuel Polishing again.
David Flew wrote:
Seems to me if the filters are clean and if there is a screen or coarse filter to protect the pump the differences between having the fine filter before or after the pump are probably academic. I don't know the pump details or characteristics, but pumps need to have their inlet pressure above some minimum figure - net positive suction head - or they don't work. And it's much easier to find leaks of fuel out of a pipe than air leaks into it. If it leaks fuel it's still working, if it leaks air in it probably isn't. So I'd think more about troubleshooting the system when there has been some bad fuel and the filter pressure drop is getting high --- I'd like to see the pump protected against things which might damage it, then a pressure gauge , then the finest filters. It might not be the best arrangement in terms of emulsifying water, but I'll bet it's the easiest one to diagnose. Personally, I'd rather diagnose a leak in a vacuum system that stops the engine due to air getting in the system than one in a pressure system that keeps running but pumps fuel into the bilge until your tanks are dry and then stops the engine. But that's just me. Steve |
#29
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Fuel Polishing again.
David Flew wrote:
Seems to me if the filters are clean and if there is a screen or coarse filter to protect the pump the differences between having the fine filter before or after the pump are probably academic. I don't know the pump details or characteristics, but pumps need to have their inlet pressure above some minimum figure - net positive suction head - or they don't work. And it's much easier to find leaks of fuel out of a pipe than air leaks into it. If it leaks fuel it's still working, if it leaks air in it probably isn't. So I'd think more about troubleshooting the system when there has been some bad fuel and the filter pressure drop is getting high --- I'd like to see the pump protected against things which might damage it, then a pressure gauge , then the finest filters. It might not be the best arrangement in terms of emulsifying water, but I'll bet it's the easiest one to diagnose. Personally, I'd rather diagnose a leak in a vacuum system that stops the engine due to air getting in the system than one in a pressure system that keeps running but pumps fuel into the bilge until your tanks are dry and then stops the engine. But that's just me. Steve |
#30
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Fuel Polishing again.
After 30 years of screwing around with this stuff I cant still give a
an accurate technical reason .... my 'opinion' is the 'regime' of particle depositionIn and the formation of 'filter cake' ..... on a pressure filtration the deposition begins mostly on the upper surface or at least within 5% depth of the surface, while with vacuum filtration the deposition is essentially INSIDE the matrix of the media. Being inside the matrix causes higher internal velocities which drive the particles deeper and deeper into the matrix ... causing an exponential decrease in service life. ..... its the same for depth as well as membrane filtration. The quandy is that the fluids are incompressible and shouldnt make any difference due to the direction of motive pressure .... but in practice it does, it always does. article , Steven Shelikoff wrote: On Thu, 08 Jan 2004 02:51:46 GMT, Rich Hampel wrote: NOPE! In pressure mode, the filter will also act as a 'coalescer' (bringing similar surface tension fluids together to make larger and larger sized particles) and such particles will settle out into a 'drop-out-pot' ..... or usually into the bottom of the filter bowl (bowl pointing downwards). The smaller the retention size of the filter media the more efficient the coalescing efficiency. On the very bottom of the filter bowl, add a pigtail of oil compatible transluscent plastic tube (Tygon, etc.) with a cock on the end .... when you see water in the pigtail simply drain the bowl. Thats the same way a racor with an integral clear plastic knock-out-pot works. If you are regularly polishing the fuel the coalesced emulsions will be removed/trapped in the inverted filter bowl .... that why you put the dip tube for the recirc system at the VERY bottom of the tank and a drain cock on the inverted filter bowl. Dont want air leaks or fuel oil leaks ------ dont use compression fittings, use flared or better fittings. Pump should have a SCREEN (preferably integral) for protection to prevent damage by *huge* particles that would tear the rubber impeller or wobble plate. I say again, if you want long service life and efficient filtration employ PRESSURE filtration, especially on a recirculation system. The ONLY reason I can think of why fuel systems in boats use vacuum filtration is ........... the engine manufactures supply the lift pump and 'guard' filter - and puts it on the engine ...... and not on the tank (where it SHOULD BE). Cheap and dirty solution, easier for the boat builder - less wiring, less design, less effort, .... All this begs the question, why does the filter media care whether it's in "pressure" mode or "vacuum" mode? Sure, the plumbing and filter cases care. But the media only sees a pressure differential across it. What's the difference to the media if the there is 14psi (atmospheric pressure) on one side and, say, 10 psi (a 4 psi vacuum drawing fuel across the media) on the other side vs. 18 psi (4 psi pressure pushing fuel across the media) on one side and 14 psi (atmospheric) on the other? IOW, even if the pump is past the filter drawing fuel through it, the filter is still in "pressure" mode because it's really the atmospheric pressure pushing fuel through the filter. Steve |
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