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Old 01-02-2016, 11:33 AM   #11
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Originally Posted by Skyliner View Post
Biodiesel isn't bad for engines. Where did you hear that? I've run biodiesel from B20 to B100 for years in my VW TDi's and my 06 KJ CRD.

The reason that biodiesel may be harmful to newer engines has to do with EMISSIONS! Stupid gov't demanded Diesel Particulate Filters (DPF) in 2007 and stupid automotive engineers decided to save $$$ by cleaning the DPF with fuel injected into the exhaust by the fuel injectors during the exhaust stroke. This causes some fuel to leak past the rings into the oil causing oil polymerization. If the bean counters weren't involved, a separate fuel injector in the exhaust would have been better so that fuel dilution wouldn't be an issue!
36 years at a nuclear power plant. NO BIODIESEL allowed in our emergency diesel engines (Cooper-Bessemer, 16 cylinder, turbos, about 3500 hp, expected to start and be up to full power in 10 seconds). Bio's not good for the elasotmers used in the seals, etc,. See other issues below.

We had to start using ultra low sulfer diesel (ULSD) about 5 yrs years ago. A lubricity additive is used to keep the lubricity in spec. Below is why we don't use Bio:

Bio-Diesel fuel is made from vegetable oils, used cooking grease and/or animal fats such as soybean. At a 20% Bio / 80% petroleum concentration, Bio-diesel fuel will clean the deposits from storage tank walls and the sludge from tank bottoms; at a 2% concentration the solvency effect is lost. At 5% concentration, Bio will attack clear-coat paint. Bio will form a gum if it contacts copper supply lines. A 2% Bio mix caused fuel filter plugging in trucks in Minnesota last winter. Bio-diesel has a very short shelf life, as degradation can begin in 7 to 14 days. Bio-diesel is hydrophilic and may pick up water in transit or storage over time. Off-specification Bio-diesel fuel can result in a black, tarry gum. Since Bio-diesel is non-polar and ULSD is polar, some dissolved materials may drop out, causing an increase in total insolubles.

So it might be "good enough" for your TDI, but not for us.
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Old 01-02-2016, 05:59 PM   #12
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Gee-whiz don't you just like fact based posts. Now, if only we could get our out of control gov't to be pro active, fat chance. Like I said, it's the stop sign effect in play.
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Old 01-02-2016, 06:28 PM   #13
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Rockfordroo, which Cooper engines did you guys use? What rpm did they run? CB made a few great engines and a few dogs...such as the Z-330. I'm mostly familiar with their older engines like the GMW's or the LSV or the V-250. Seems like they made a Quad at one time didn't they?
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Old 01-02-2016, 07:30 PM   #14
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We were in Colorado this past summer. Don't remember issues finding B5 or below. Is this a new issue?
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Old 01-02-2016, 10:18 PM   #15
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Originally Posted by Davidg View Post
Rockfordroo, which Cooper engines did you guys use? What rpm did they run? CB made a few great engines and a few dogs...such as the Z-330. I'm mostly familiar with their older engines like the GMW's or the LSV or the V-250. Seems like they made a Quad at one time didn't they?
KSV-20-T (I mis-spoke on cylinder # above - 20 cyl).
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1988 Coleman Sequoia - popup (1987-2009) - outlasted 3 Dodge Grand Caravans!
2012 Roo19 - hybrid (2012-2015)

2016 Mini Lite 2503S - tt (2015 - ???)
2011 Traverse LT, 3.6L, FWD
2009 Silverado 1500 Ext Cab, 5.3L, 4x4, 3.73
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Old 01-03-2016, 08:36 AM   #16
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Did the ksv use "air in head" high pressure air to start? I'm amazed that these large bore/ long stroke engines can be online at full load in 10 seconds. That's incredibly hard on any recip engine, but I guess that when you need power and need it now, premature cylinder wear is not the most important issue.
We were in pipeline service, and after startup, we waited until jacket water and lube oil were up to 100 deg F before loading. Gosh, but we couldn't even get adequate pre-lube in 10 seconds.
Did you ever experience stuck pistons or scuffed cyl liners? I always found these huge engines fascinating.
The big turbines were interesting and we had several at 50,000 HP, but they are such simple beasts by comparison. Control systems are complex on all of them. Before I retired, we had implemented full system controls that allowed remote startup. Our pipeline controllers could crank and load a unit from anywhere in the world. Fascinating stuff.
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Old 01-03-2016, 08:40 AM   #17
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Oh yeah, did the ksv-20 have the flywheel in the middle? I've seen a few engines where they coupled two 12 cyl engines with a single flywheel. I think Ingersol Rand did that with their kvt's.
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Old 01-03-2016, 10:17 AM   #18
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Yes, air over cylinder starting. Flywheel on the end. Jacket water and lube oil heaters and pumps keep it >100 F at all times. Note that 10 sec is the limit. Most starts are 7-8 sec.
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Old 01-03-2016, 12:16 PM   #19
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We ran CAT and Detroit Diesel engines as standby generators for TV Transmitters. Poorly maintained but full block heaters and fuel conditioner was used when we remembered. Once every couple years offered the fuel free to local farmers for hauling it away, Always had a taker for 1000 gallons of fuel.
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