VP-44?
#21
08-22-2010, 03:55 PM
#22
08-22-2010, 04:35 PM
Diesel Wrench
#23
08-22-2010, 05:08 PM
Diesel Enthusiast
#24
08-22-2010, 05:11 PM
Only worry I have with using a fuel cooler is that it will cool the fuel too much during the winters we have in wyoming so if I did one id have to be able to take it off during the winter probably
Just a couple things that could aid the cold weather we get.
#25
08-22-2010, 05:54 PM
Got good pressure now though
#27
08-22-2010, 08:26 PM
Diesel Wrench
so many possibilities just have to decide which would work best.....just not sure
#28
08-22-2010, 11:37 PM
#29
08-23-2010, 12:53 PM
If I install a cooler in the bypass, Do you think it would be
some what effective????
NO.
The heat is generated in the VP44. You need to get the highest heat run through coolers to get the biggest temp drop. You need to run the VP44 return fuel through the coolers.
The bypass fuel is the same temp as the tank temp because all you have done is pumped it from the tank to the bypass and now it is going back to the tank without picking up any heat from the VP44.
I also found cooling the fuel before the VP44 was not as effective as cooling the fuel after the VP44 because the VP44 is where the heat is generated.
I even tried misting the vp44 with water mist trying to get the heat out of it. The VP44 is just a big block of aluminum after all. Did not work. I think I needed way more water than I could carry (100 gallons?). I thought of puting the VP44 IN A WATER BATH. Could not perfect the idea.
I did find that the OAT blower turns the VP44 into a fuel cooler above about 45 mph. The ram air flushes heat off the vp44 faster than the VP44 can generate heat. Prior to 45 mph the input fuel temp was lower than the VP44 case temp. After 45 mph the input fuel temp was higher than the VP44 case temp. Cruising at 60 mph for hours the whole tank fuel temp would drop to the OAT meaning the fuel temp extraction was greater than the fuel temp addition by the VP44 due to pumping psi and rotational friction and solenoid action (which is one of the greatest temp additions I think).
The OAT blower then also floods the VP44 (and for me because I drilled holes in the APPS pocket and vent some of the blower air out the APPS pocket top to cool the APPS) after engine shutdown to keep the block heat off the VP44 so it does not heat up after shutdown from latent block heat. The block is nothing more than a large stored heat source until 1 (Gary's timer) - 1 1/2 (my timer) hours after shutdown. Remember the solder on the PSG starts to melt at 140*, the block is 180* by definition of the water temp. The VP44 is aluminum and absorbs heat really well from the block. The blower floods the VP44 with OAT to keep the block heat from migrating to the VP44 frame and the PSG.
Bob Weis
some what effective????
NO.
The heat is generated in the VP44. You need to get the highest heat run through coolers to get the biggest temp drop. You need to run the VP44 return fuel through the coolers.
The bypass fuel is the same temp as the tank temp because all you have done is pumped it from the tank to the bypass and now it is going back to the tank without picking up any heat from the VP44.
I also found cooling the fuel before the VP44 was not as effective as cooling the fuel after the VP44 because the VP44 is where the heat is generated.
I even tried misting the vp44 with water mist trying to get the heat out of it. The VP44 is just a big block of aluminum after all. Did not work. I think I needed way more water than I could carry (100 gallons?). I thought of puting the VP44 IN A WATER BATH. Could not perfect the idea.
I did find that the OAT blower turns the VP44 into a fuel cooler above about 45 mph. The ram air flushes heat off the vp44 faster than the VP44 can generate heat. Prior to 45 mph the input fuel temp was lower than the VP44 case temp. After 45 mph the input fuel temp was higher than the VP44 case temp. Cruising at 60 mph for hours the whole tank fuel temp would drop to the OAT meaning the fuel temp extraction was greater than the fuel temp addition by the VP44 due to pumping psi and rotational friction and solenoid action (which is one of the greatest temp additions I think).
The OAT blower then also floods the VP44 (and for me because I drilled holes in the APPS pocket and vent some of the blower air out the APPS pocket top to cool the APPS) after engine shutdown to keep the block heat off the VP44 so it does not heat up after shutdown from latent block heat. The block is nothing more than a large stored heat source until 1 (Gary's timer) - 1 1/2 (my timer) hours after shutdown. Remember the solder on the PSG starts to melt at 140*, the block is 180* by definition of the water temp. The VP44 is aluminum and absorbs heat really well from the block. The blower floods the VP44 with OAT to keep the block heat from migrating to the VP44 frame and the PSG.
Bob Weis
Found it. Last post was made in 2008 though.
Modifying fuel system so temperature input to VP44, 80* - 100*, your inputs. - TDR Roundtable
#30
08-25-2010, 09:10 AM
Diesel Wrench
Where is those pictures haha after the last post I think I'm going to try the ram air idea
