Someone please help, stranded and sick

[Scott & Heather]

Thanks so much guys. I always panic first and I'm so ill I can't think straight hence putting gas in my bus. Heather is starting to feel better and she was ahead of me on this illness by about 12 hours so I'm crossing my fingers....


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[Scott & Heather]

And yeah cliff, I wasn't about to dink around with a pump that would take years to transfer the fuel, this pump was ready for the job. Total about $480 to save $187 worth of fuel and $2000 worth of pump out fees feels pretty good to me. I'll probably sell the tank once I empty it into my toad and generators. I'll prob keep the transfer pump. It's real nice


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[muldoonman]

You mean like this guy?
https://www.youtube.com/watch?v=GL9-i9tcESU


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Having had a 3206 Cat diesel in a F8000 Ford truck fueled wrong (gas) in one of my field trucks years ago and the gas was a killer. New motor was the result.  One piston collapsed and scored all the other cylinders. This Wanker on the you tube is full of crap. He talks funny also. 

[Dreadnought]

Glad to hear you're feeling better and your fueling issues are resolved.

Zephod:

You remind me of many I know- a contrarian and always trying to do things on the cheap and by patching this and that together.

Petrol as a fuel in itself in terms of compression ignition can burn ok but there's still a question mark over the exhaust temps when using an alternate fuel, and ideally the injectors and piston design need to be designed for it, however the fuel system itself is the unknown. A common rail system which uses diesel as a lubricant will be toast even with a small level of petrol dilution. Petrol is a solvent. Even a pump-line-nozzle system will be toast.
The DD fuel system is very low pressure, and very durable and more tolerant to abuse- but how much dilution can it tolerate? 10%? 40%?

What damage will be done in the longer term? I don't know and wouldn't want to test it. I would feel much more comfortable running multigrade in a 2 stroke Detroit than this.

[jmblake]

Holy cow Scott what a adventure, Hope you get feeling better soon, I know that flying J very well, we stop and fuel up there on our trips south, it's mostly the cheapest place for fuel but also the busiest that they built a 2nd one on the other side of the exit. You did the wright thing by pumping the gas out, to much money involved with these engines. Good luck Jason

[Scott & Heather]

So she's been running perfect all day no problems at all. Just shut It down to add more diesel and now she won't start!!??


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[muldoonman]

So she's been running perfect all day no problems at all. Just shut It down to add more diesel and now she won't start!!??


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Dang Scott, when it rains it pours. Heck I don't even shut my gas rigs down when I fill. Hope you get it running.

[Scott & Heather]

I'm in North Carolina between Benson and Dunn. Anyone nearby here with a DDEC II code reader?


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[opus]

Praying for ya man, hang tough!  Sick, the bus issue AND cancelling dates, thats a bad run right there!

[brmax]

Might check the fuses in the battery compartment area.
With this page link a careful jump the terminals for the dash light blink code "count".
https://www.google.com/search?client=safari&channel=iphone_bm&ei=NSfDWd2oCqaD0wLx-7LoAQ&q=ddec+2+ecm+terminal+jumper+for+blink+codes&oq=ddec+2+ecm+terminal+jumper+for+blink+codes&gs_l=mobile-gws-serp.3...5431.21777.0.22751.32.32.0.0.0.0.392.6288.0j24j6j2.32.0....0...1.1.64.mobile-gws-serp..0.29.5772...0j0i22i30k1j33i22i29i30k1j33i21k1j33i160k1.0.j5Jk6OPyJ0M#imgrc=qRgAwukFVTUU6M:

Floyd

[DoubleEagle]

If it is a Norovirus, there is no treatment other than time and keeping hydrated. Clean and disinfect all surfaces you have touched or had body fluids in contact with by using a mixture of detergent and chlorine bleach. The percentage of Clorox to use will be indicated on the label. You can still pass this misery on to others who enter your coach, or touch things you did. I hope you have Coach Net or some other emergency service to help you out should the tips you have already gotten not work. This is very much like the sudden epidemics of Norovirus that occur on cruise ships, and other tight quarters. You probably got it from contaminated food or unwashed fruit, or contact with another person that had it, but did not know it.

[Iceni John]

Petrol as a fuel in itself in terms of compression ignition can burn ok but there's still a question mark over the exhaust temps when using an alternate fuel, and ideally the injectors and piston design need to be designed for it, however the fuel system itself is the unknown. A common rail system which uses diesel as a lubricant will be toast even with a small level of petrol dilution. Petrol is a solvent. Even a pump-line-nozzle system will be toast.
The DD fuel system is very low pressure, and very durable and more tolerant to abuse- but how much dilution can it tolerate? 10%? 40%?

What damage will be done in the longer term? I don't know and wouldn't want to test it. I would feel much more comfortable running multigrade in a 2 stroke Detroit than this.

How do multi-fuel engines work?   Do they have to be adjusted to whatever fuel is chosen to work properly, or do they work so-so on anything without adjustment?   Also, can one use other diesel-like fuels in a diesel engine, such as JET-A1 or kerosene or heating oil, or do they have a similar lack of lubrication as gasoline?   Just wondering.   And no, I don't plan on putting anything except diesel in my bus!

John

[MB LeMirage]

Some diesel engines will work fine off of alternate fuels. I have an Arctic Cat diesel 4-wheeler that is army spec with a Lombardini diesel and it is rated to run off of anything from diesel to straight kerosene to jet A or jet B. I think it lists 7 different fuels i can use. The only downside it mentions is reduced power and increased consumption if not using regular diesel. But even this one clearly states, and I quote" Gasoline or gasoline based fuels must not be used, or sever engine damage WILL occur".
Ryan.

[Oonrahnjay]

How do multi-fuel engines work?   Do they have to be adjusted to whatever fuel is chosen to work properly, or do they work so-so on anything without adjustment?   Also, can one use other diesel-like fuels in a diesel engine, such as JET-A1 or kerosene or heating oil, or do they have a similar lack of lubrication as gasoline?   Just wondering.   And no, I don't plan on putting anything except diesel in my bus!

John

      I was involved in a military vehicle project once (OK, 40 years ago and things have probably changed) -- it was a two-stroke motorcycle and that probably made a difference -- but the deal for multi-fuel on that engine was to incorporate a super-hot electronic ignition system timed pretty late, a high-for-gas-engine but low-for-diesel-engine compression ratio, and smoothed out squish area in the combustion chamber.   What we got was an engine that ran pretty badly on gasoline and JET-A and even worse on diesel but it was multi-fuel and it would meet its performance requirements with it's tepid output.  Basically, the engine wasn't optimized to run well on any particular fuel, but it would run "well enough" on the range of military fuels.
      To answer your question, John, about fuel types.  Most JET fuels are basically kerosene/parrafine-type petroleum products (we won't get into the SR-71 gel fuels etc., but almost all the common ones).  Particularly JET-A is almost entirely kerosene -- kerosene and products in the same petroleum cracking genre are "spirits" to use the old descriptive term.  They act more like gasoline -- almost no lubricating qualities and a tendency to evaporate; diesel fuels and home heating oils are "oils" -- they don't evaporate much and they have basic lubricating qualities.  
      In the VW TDI world (at least up through the VE/"distributed injection"* engines of about 10 years ago), they'd run like a champ forever on home-heating oil because that product was almost identical to diesel #2 fuel.  The small differences were almost entirely that road fuels were restricted in sulfur content but for the car engines of that time, the difference in actual use was insignificant.  In about 2006, Ultra low sulfur fuel came in and the two products diverged even more but until the highly regulated, high pressure common rail, DEF-type engines came in, there still wasn't much difference.  
      JET-A and kerosene would "run" just fine in those engines, about all you'd see was a slight loss in MPG numbers, because -- although kerosene products are across the spirit/oil divide in refining terms -- kerosene is as close to the oils as you can get.  The issue was "run just fine" but because of the lack of lubricating qualities, the medium-pressure diesel pumps of the day, the "distributing" mechanisms, and the injectors would suffer extreme wear and fail.  In truth, petroleum product production isn't very precise and any "kerosene" you buy is going to have some "oil" molecules in it (JET-A actually specifies a small amount of oil to lubricate pumps and similar components) so on-the-road, the pre-highly-emissions-controlled VW's would typically go further on kerosene-type fuels than you'd otherwise expect but the end result of worn-out fuel components would still be where you'd end up.
      Some diesel engines (I think but not sure) like some medium pickup diesels, had fuel pumps that were supplied lubrication for the engine oil pump system and they were practically tolerant of low-lubricity fuels.  But that's kind of beside the point.  

      Unless there's some special design feature put in for some purpose, diesel engines were designed to run on diesel fuel and that's what we should be running in them.   Yes, there are some grey areas -- some "yah kin git uhway widd it" room - but basically diesel engines should be run on diesel fuels.

(*  Those VW "distributed" systems -- described as "VE" systems by Bosch -- were called that because the pressurized and metered fuel was separated and distributed from the engine-driven fuel pump through individual high-pressure pipes to individual injector nozzles in each cylinder.  Other manufacturers used slightly different mechanisms before high-technology changed everything, but the basic results stands.)

[Iceni John]

Wow, thanks Bruce, that's much more answer than I was thinking I'd get!   That really helps me.      I didn't realize that kerosene is more "spirit" than "oil";  old British diesels were often called "oil engines".

Thanks, John