Veggie I posted a site of a fellow in New Zealand who seems to have done quite a bit of research with WVO and Listeriods and Changfa engines. The problems he found it the roids compression was low and the exhaust temp was also low. The Changfa maintained a 18/1 where the roids were around 16/1. Anyway he has it seems ton of hours and increasing the compression up close to 20/1 which has increased the exhaust temp and it seemed to improve the burning of the WVO. It only stands to reason if the fuel of either product was burned hotter and more efficient the by product from the burn might be more inclined to go out the exhaust and not set in the cylinder wall causing problems. I contacted his to see if he had any data with WMO. So your idea of keeping the engine at 190 should be a start of finding some of the solution. I wonder what how Bill S was controlling his temp and what his compression was in the beginning? Mike DD
DD + forum
The 10/1 used a grundfos pump and a thermostat set at 205 degrees F there is a bypass so the coolant is circulating until thermo opens . even after thermo opens the bypass which is a 3/8 copper line stays very hot and is wrapped around the WMO filter for pre heat of the fuel.
I followed the advise of the fellow in New Zealand and when i was cleaning up the 10/1 I ran the compression up by removing ALL the base gaskets to bring the piston as close to the head as possible. Now I had the CC's of the precup figured but I must apologize as my memory is not as good as I thought it was and I never dreamed I would need the info down the road so I never wrote the final compression ratio down I kick myself almost every other day as I would like to be able to post it accurately but the best I can do is a faint memory of the number being somewhere in the 18 to 1 but not quite up to 19 to 1. One warning to anyone reading this there is piston valve interference when pulling the stunt I just wrote about so builders beware that has to be addressed with care.
In the beginning I believe the combustion was very good but as I have posted many times I believe the low grade Indian parts really cut the life of the engine.
I will agree with Spencer that the wmo is probably turning into something that is wearing out the cylinder faster than I think it should have.
But I am sure not going to give up on wmo quite yet the 16/1 has somewhat better parts but I am thinking it will not survive either but am going to give it another try hope to have it thumping in the next 12 hours. Give it a day on pump diesel and then introduce it to wmo.
May be I will try some sort of washing process like cognos posted but not to sure how to deal with the waste so won't be diving into that real soon maybe in a year.
The 10/1 ran at varying speeds as low as 910 up to 990 rpm depending on the amount of heat I was trying to create. The gen ran between about 3000 watts up to 3900 watts and the cycles varied but the heating element was the only load so no problem there. The exhaust temp was always in the range of 580 to 700 F at about an inch past the cast iron exhaust connector. Mostly in about the 620 f range. I believe as the injector fouled and the rack opened to maintain output the smoke signal of the exhaust went up the fuel consumption went up and the exhaust temps went up. These are observations from the more so end of the life of the 10/1 and not so much the first 700 hours sorry again about not writing these things down as I never thought the engines life would be so short. I was thinking more so the engine would last 5000 hours before any serious repairs would be needed. Little did I know it would wear down this quickly.
Well off to get a longer belt for the 16/1.
Billswan