071R9839
Technical data
Oil types: Fuel #2 or lighter fuel
Pressure: With fuel #2: 100-210 psi
With lighter fuel:
100-210 psi, 2 GPH
100-150 psi, 3 GPH
Factory setting: 100 psi
Strainer capacity: 3 GPH
Revolution 3450 RPM
Coil voltage: 120 V 60 Hz
Connection, g. 1
1-pipe operation:
Remove the
1
⁄4" plug in one of the two inlet ports.
To remove inlet plug use
1
⁄4" Allen
wrench. Connect
the inlet line to the inlet port.
2-pipe operation:
Remove the return/bleed plug in the return/bleed
port and the
1
⁄4" plug in one of the inlet ports. To
remove the return/bleed plug use
1
⁄4" wrench.
Connect the return line to the return port and con-
nect the inlet line to one of the inlet ports.
Please note: The BFPS II fuel unit has automatic
by pass.
Electrical connecton, g. 2
The coil of the solenoid valve does not have a delay
function built in. Only primary controls with a
valve on delay should be used.
Bleed, g. 3
Bleeding is only necessary for 1-pipe operation. To
bleed use a
1
/4" wrench and open the return/bleed
plug
1
/2 a turn. Bleed unit until all air bubbles dis-
appear. To end bleeding tighten the return/bleed
plug securely.
In the case of 2-pipe operation, the unit bleeds the
system automatically through the return line.
Pressure adjustment, g. 3
To adjust pressure use
5
⁄32" Allen wrench. Pressure
gage port is in the front. To remove the pressure
gage plug use a
5
⁄32" Allen wrench. To increase
pressure turn CW to decrease the pressure turn
CCW.
Strainer removal, g. 4
To gain access to the strainer use
5
⁄32" Allen wrench
to remove the 4 screws and remove the cover. If the
alternate suction on the side is used the inlet line
can be disconnected.
Vacuum check
Vacuum gage may be installed in one of the
1
⁄4" inlet port.
Caution
Disconnect power supply before wiring the sole-
noid valve to prevent electrical shock or equip-
ment damage.
Non-hardening oil pipe dope is recommended for
all thread connections, as teon tape pieces may
cause problems in pump and nozzle. It is suggest-
ed that a quality lter is installed in the supply line.
Maximum pressure on inlet and return line at the
fuel unit must not exceed 30 psi.
A pressure greater than that may cause damage to
the shaft seal.
Do not use check valves or equivalent compo-
nents in oil lines or restrict oil ow back to the
supply tank by any means, (especially not in
gravity feed systems), unless a means of pres-
sure relief is installed. Thermal expansion of the
oil during o-cycle/burner shutdown can create
high pressure within the supply line that can cause
damage to the shaft seal and/or cover of the fuel
unit, or to the piping.
All installations must be in accordance with
National and Local Codes.
Pumps should only be installed by qualied
installers.
INSTRUCTIONS
Fuel unit BFPS II for 3450 RPM
Fig. 1 Fig. 3
Use only primary controls with valve-on delay!
Fig. 2 Fig. 4
071R9839
520F0539 – DKBD.PI.010.B3.22 03-2007
Double-Cut™
One pipe system
Suction line length
Maximum one-pipe
lift = 8 feet
Line length in feet including vertical and horizontal length:
H = Head in feet
Q = Firing rate (Actual nozzle size) in GPH
6 – 0.75H
3
/8" line length = ––––––––– = feet
0.0086 Q
6 – 0.75H
1
/2" line length = ––––––––– = feet
0.00218 Q
If tank is above fuel unit change – to +
Two pipe system
Suction line length
Suction line length in feet including vertical and horizontal length
Pump
size
3 GPH
1725 RPM 3450 RPM
Lift
Feet
3
/8" OD
tubing
1
/2" OD
tubing
3
/8" OD
tubing
1
/2" OD
tubing
0’ 150 150 91 150
2’ 132 150 80 150
4’ 114 150 68 150
6’ 94 150 57 150
8’ 74 150 45 150
10’ 57 150 34 134
12’ 37 150 23 90
14’ 19 75 - 45
Calculation basis:
Viscosity 57 SSU = 9.6 cSt.
Tube wall thickness .035"
Solenoid wiring
Disconnect the power supply before wiring of the BFPS fuel unit.
The BFPS fuel unit can replace other fuel units with separate mounted sole-
noid valve, but only if the primary conrol has a valve on delay (pre-purge).
The lead wires are long enough to reach the junction box on most burner
installations.
Please note!
If the wire length is more than 4 inch between the solenoid valve and the
junction box, a 3/8 inch. exible steel or aluminium conduit type RWFMC must
be tted.
Check the burner manufacturer's installation sheets for correct wiring.
Wiring must be according to the National Electrical Code.
Black: 120 V Line
White: Neutral
Green: Ground
Troubleshooting guide
Cause
No oil at nozzle
Remedy
Check all oil piping and electrical wiring to unit for
proper connections.
Make sure oil is in tank.
Proceed with trouble shooting as follows:
♦ Open the valve on the inlet line.
♦ Bleed the fuel unit in accordance with the
instructions.
♦ Install a pressure gage and vacuum gage in
the pump to check pressure and vacuum.
♦ Check the coupling between motor and fuel
unit.
♦ Start the burner and check the fuel unit
direction of rotation.
♦ Check the fuel unit installation. If there is
still no sign of oil at the nozzle, check:
• To see that the inlet and return lines have
not been swapped over.
• That the solenoid valve operates, or if
appropriate, why it does not operate.
• That the oil nozzle is not clogged.
• That the oil safety valve in the inlet line
is properly installed.
• That the inlet line does not leak and
that it has not been crushed at.
• That the strainer is not clogged.
• That the shut o valve is not clogged.
Pulsating pressure
Nozzle cut-o ineective
Fuel unit pressure variations can produce poor
combustion since the oil volume as well as the
atomizing pattern will change.
Possible reasons are:
♦ Air in the oil as a consequence of leaks or too
high a vacuum in the inlet line, (half-closed
shut-o valve, clogged strainer, blocked check
valve in the inlet line, crushed inlet line, etc.).
♦ Dirt in the fuel unit pressure regulating valve.
♦ Pump/motor coupling slip, i.e. speed
variations.
An oil burner starts and stops about ten or twelve
thousand times a year. If the nozzle cut o is inef-
fective the boiler will accumulate soot.
Fuel units having an electrical cut-o function are
designed to cut o oil to the nozzle at max. revo-
lutions per minute to ensure a soot-free stop.
The reasons for poor cut-o can be as follows:
♦ Air build-up in the nozzle line, or perhaps
in the nozzle or between nozzle and nozzle
holder.
♦ Dirt in the nozzle line solenoid valve.
Pressure cannot
be regulated
If the fuel unit pressure cannot be regulated, or if
the pressure gage deviates, the reason can be.
♦ Coupling between motor and fuel unit
defective, (no pressure reading on the gage).
♦ Pressure gage defective.
♦ Pressure gage incorrectly tted.
♦ Pressure regulating valve defective or clogged
If this is the case, the pressure gage will show
either constant high pressure or constant low
pressure.
♦ Air in the oil. This will produce pulsatin pressure
gage readings.
♦ Wrong type of fuel unit, i.e. capacity too small
in relation to nozzle capacity.
Here, the pressure gage will show too low a
pressure.
Fuel unit will not rotate
Is the fuel unit in fact being driven by the
motor coupling/fan pulley?
The coupling or pulley could be defective or could
have worked itself loose.
Solenoid coil might be disconnected The resistance of the coil is approx 685 Ω at 77 F.
The resistance increases at increasing temperature.
In principle the coil is OK as long as a resistance
can be measured between the two plugs indicated.
Fuel unit whines or makes a crackling noise
When shortly after starting, a gradually
increasing whine comes from the fuel unit the
most probable reason is that a valve in the
inlet line is still closed. This valve will produce
such a high vacuum in the inlet line that air will
separate from the oil and the fuel unit will begin
to shriek in protest.
Depending to some extent on temperature and
viscosity, the fuel unit will begin to whine at about
– 15” HG (vacuum) in the inlet line. This can dam-
age the fuel unit, therefore the valve should be
opened immediately.
A similar condition, with high vacuum and whine
can occur if the oil lter in the inlet line is clogged;
if the oil safety valve in the inlet line has stuck in
its closed position; or if the inlet line has been
crushed at.
Other factors producing fuel unit whine are: an
undersized inlet line (the internal diameter is too
small for the length), also an excesive, suction
height, and perhaps dirt in the inlet line.
Air bubbles from a leaking inlet line can
produce a crackling noise in the fuel unit. Such a
defect can be conrmed by tting a pressure gage
to the fuel unit – air bubbles will cause it to jump
or utter.
In other words: low vacuum and a jittery
pressure gage indicate a leak in the inlet line.
Leaks at shaft seal Problems in the system that result in pressure
build up, can cause leaks at the shaft seal. This can
happen by e.g. thermal expansion of oil or a sup-
ply pump with the supply pressure set too high.
Check the system for:
• Water contamination (risk of ice plugs
and thermal expansion of oil).
• Check valves or other restrictions in the line/
lines without proper pressure relief
back to tank.
• Supply pressure setting in systems with
supply pump.
• Any other restriction that has occurred.
• Ensure that outdoor piping is suciently
insulated.
The system must be corrected for the cause of
pressure build up in oil lines.
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