I have serviced the Racor fuel filter before and do not remember the bottom fuel line failing to stop after a short drain cycle. Today, I disconnected the electrical water sensor, depressurized the schrader valve, and then disconnnected the drain line at the bottom of the filter......it proceeded to drain excessively over a gallon when I decided to stop it by reconnecting the fuel line. I reread the Racor pub and followed their directions but the filter didn't behave as documented there. I felt if I continued it would not stop until the tank drained. I don't remember turning nor even seeing any fuel shut off valve the last time; furthermore the pub says as long as the tank is lower than the filter it's not needed. What did I forget to do?
I plan to also follow up with servicing the primary filter as well; which I did the last time with no problems.
Fiddler, don't know what's different between yours and mine. I just finished changing my oil and all the filters and didn't have that issue with my Racor. I did it the same way you described doing it.
Would there possibly be a check valve in the system that is not seating properly?
Maybe someone else will chime in.
Richard B
During my last filter change, the fuel never stopped. I figured the open filter is below the fuel level in the tank, and will continue to flow till the height is equal. Expensive to do that way. Next time I will plan to replace the filter when the fuel tank is not full.
Likewise on mine that I just replaced. Just a little fuel came out. Still Messy though.
Is there a simple way to pinch off the fuel feed line from the tank?
Best answer is to install a fuel-grade ball valve on the inlet to the primary fuel filter.
Physics is physics-- fuel will drain toward whichever end (fuel tank or filter head) is lower. That depends on installation level of both as well as how full the fuel tank is and if the nose of the coach is up or down hill from the back.
You neither want fuel to run out of the filter end, NOR for fuel to drain back to the fuel tank which leaves you with 20'+ of AIR to purge out.
Our U300 builds pressure in the tank so it might be good practice to loosen the cap to release pressure before changing the filter. Some models may vent but ours does not.
Pierce
Problem solved. Coach was apparently sloped from the tank (3/4 full) down to the direction of the filter and thus never ending flow. Reversed the slope and the process went as normal. Had to purge air 6-8 times before it would continue to run... In the past I had filled the filter before installing but this time got lazy and followed FT manual recommendation of not having to fill the filter; would it have made a difference ? who knows. I think I will follow Brett Wolfes advice and install a shut off valve on the feed line to the primary.
Anyhow many thanks to those who participated in trying to help....Great people on this forum!
Would pinching the fuel line with a long nosed vise grip pliers work for a temporary fuel shutoff (or slow down flow)?
Or would this damage the fuel line?
Lon,
Yes, vice grips will stop the flow.
Yes, it will damage the fuel line.
Pamela & Mike
The fuel line is very heavy hose. Difficult for vise grips to succeed. We have hundreds of coaches without ball valves. If you pay attention to fuel and coach levels you won't have a problem.
I have had a message from a member concerned about pressure buildup in the fuel tank or possible crushing in the case of vacuum buildup. Our fuel caps are designed to allow a 2 psi pressure or 2"Hg vacuum before they vent out or in. Only when this is exceeded does a vent hose come into play. This is what you feel/hear when you remove your fuel cap after driving for a while and with a fairly low fuel tank, the 2 psi can hinder changing fuel filters without releasing pressure by loosening the filler cap.
Attached is a cross section of the fuel cap.
Pierce
I replaced the Winn filter system with a Racor with integrated prime pump. It will quickly and easily prime, even with the fuel line completely drained back to tank. Highly recommended, and bought from National Fleet Products, around $325.00. Not familiar with the injector pumps on the newer series cummins but wonder about the effects of extended cranking to purge air. Pumps such as the VP44 on model Cummins ISB series are lubricated by fuel rather than oil, and are quickly destroyed when they are run without fuel in them.