Hello All

This will be an easy choice if your decision making process uses logic and
common sense as opposed to blindly following advise (from anyone) that cannot
be  backed up by logical thought. Using a 2 micron instead of a 10 or 30 micron
will  accomplish three things. If your engine stops because of a filter
problem you  will know exactly where the problem is. If you use a vacuum gauge it
will give  you a much better indication of the condition of the entire fuel
system. Most on  engine final filters are placed between the delivery pump and
the injection pump  so a restriction in that filter will not show a high vacuum
reading in fact if  it's severe enough it can actually cause the vacuum
reading to drop because flow  has been reduced. On engine final filters can be
difficult to change especially  on a hot engine.

There is no difference in flow rate on a lower micron filter the only
advantage I can see to steeped filtration is that you increase filter area and  the
same thing can be done by using a larger primary filter. I believe the 2
micron primary with the on engine secondary still in place as a safety measure  to
protect the injection pump in the event of a blow thru of the primary is
definitely the most logical set up. In normal operation the secondary is
receiving fuel that has already been filtered down to 2 micron so it will have  great
life. The primary is usually easier to change and the vacuum gauge will  show
a much more accurate and complete indication of over all filter  condition.

Now I would love to here opposing points of view. But I'm not interested in
hearing this guy said this and he must be correct because he's this.
Manufactures can be very slow at embracing new ideas and mechanics are generally  good
at fixing what's broken but there not engineers. If your going to tell me
I'm wrong then back it up with rational thought and logic and maybe I will learn
something.

Brian Palmetto FL

Brian,

I think you are not wrong.

I had an article, where the author discussed why it is a fallacy to
think that a 2 micron element is incorrect.

He discussed what exactly 2 micron means, and if I remember
correctly, it means that it will stop 2 micron particles 50% (?) of
the time and bigger particles more than 50% of the time.

I asked him if the "ultimate" filtering system was 3 sets of racors
in series, first with 30, then 10, and then 2 micron.

He thought that would be so vastly overkill that ... well, you get
the picture.

So, i think that a pair of racors, with 2 micron elements, switchable
underway, it all one needs as long as the engine mounted filter is
also 2 microns.

If the filters clog easily, then a recirculation system thru the
racors is needed so the fuel can be cleaned in port.

On another list [PUP], a Nordhavn 50 reported clogging their 2
microns underway from CA to Hawaii, so they shift to 10's and had no
further problems.

If I had such an event, I would recirculate the fuel in port using
the 2 micron filters until there was nothing left to filter. Diesel
engine injectors, fuel pumps, rails etc are just too expensive these
days not to give to them the cleanest fuel possible.

I understand the GCF system can clean the fuel even more thoroughly
than 2 micron, but I know little about it...

Lee

On Jun 28, 2006, at 17:07, Trainman484848@aol.com wrote:

Hello All

This will be an easy choice if your decision making process uses
logic and
common sense as opposed to blindly following advise (from anyone)
that cannot
be  backed up by logical thought. Using a 2 micron instead of a 10 or
30 micron
will  accomplish three things. If your engine stops because of a filter
problem you  will know exactly where the problem is. If you use a
vacuum gauge it
will give  you a much better indication of the condition of the
entire fuel
system. Most on  engine final filters are placed between the delivery
pump and
the injection pump  so a restriction in that filter will not show a
high vacuum
reading in fact if  it's severe enough it can actually cause the vacuum
reading to drop because flow  has been reduced. On engine final
filters can be
difficult to change especially  on a hot engine.

There is no difference in flow rate on a lower micron filter the only
advantage I can see to steeped filtration is that you increase filter
area and  the
same thing can be done by using a larger primary filter. I believe the 2
micron primary with the on engine secondary still in place as a
safety measure  to
protect the injection pump in the event of a blow thru of the primary is
definitely the most logical set up. In normal operation the secondary is
receiving fuel that has already been filtered down to 2 micron so it
will have  great
life. The primary is usually easier to change and the vacuum gauge
will  show
a much more accurate and complete indication of over all filter
condition.

Now I would love to here opposing points of view. But I'm not
interested in
hearing this guy said this and he must be correct because he's this.
Manufactures can be very slow at embracing new ideas and mechanics
are generally  good
at fixing what's broken but there not engineers. If your going to
tell me
I'm wrong then back it up with rational thought and logic and maybe I
will learn
something.

Brian Palmetto FL

Lee,

GCF systems filter-out carbon black which is submicron level. I saw this
demonstrated with engine oil.

Ron Rogers

----- Original Message -----
From: "Lee Licata" lazilicata@gmail.com
|
| I understand the GCF system can clean the fuel even more thoroughly
| than 2 micron, but I know little about it...
|
| Lee

Since I opened this recent discussion, I thought maybe I should close it out
as well.

After running less than 10 hours on the new 2 micron filters, I noticed a
substantial increase on my vacuum gauges (high yellow & low red) and just
replaced them with new 10 micron filters.

Greg Steckel
M/V Different Drummer
President 35 Sundeck

www.chesapeaketrawlering.com
www.fmyc.org