This morning I picked up the injector pipe I'd ordered for the port Lehman
120 #5 cylinder. US$67 with shipping. (Made in Italy, surprisingly.)
Although it first seemed like I would have to remove the CAV fuel filters
which appear to block that injector, there is more than enough space, and
the swap-out was simple.
I first removed the two clamps that hold the #5 and #6 pipes together and
put them in a safe place. I backed off the nut on the injector pump, then
the one on the injector itself. The old pipe came free with only a couple of
small twists to get it out of the piping spaghetti. At this point it was
necessary to remove the large rubber gasket, backing plate, and lock nut
from the old unit and transfer them to the new one.
Re-installation was just as easy. I first set the new pipe in place, then
screwed the large bolt into the injector housing, pushed the gasket and
plate up tight against the head, and tightened the large nut to hold it
there. (This nut is bigger than even my largest crescent wrenches, so I used
a pair of slip-joint water-pump pliers.) The manufacturing tolerances are
obviously very good, because the other end mated up to the injector pump
perfectly. All that was necessary was to ensure it was seated and to tighten
the nut on the pump. This is a bit awkward because all the nuts are too
close together for a wrench to go between, so it's necessary to offset the
wrench from the top. One must be careful not to slip off and strip the faces
of the nut nor to over-tighten and strip the threads on the pump. (That
would be disastrous.) I then re-set the two clamps, and the job was done.
No need to prime, and the engine started immediately. No sign of leaks or
any other problem so I started the other engine, and once the temp gauges
started to move, headed out for a sea trial. I ran from the lower helm with
the engine room hatches open. Other than the noise, all was smooth, and once
out of the marina and at full operating temperature, I opened both throttles
wide. Both engines easily made and held maximum rated RPM (2,500).
Altogether a very simple yet satisfying job.
Cheers, Garrett
This morning I picked up the injector pipe I'd ordered for the port Lehman
120 #5 cylinder. US$67 with shipping. (Made in Italy, surprisingly.)
Although it first seemed like I would have to remove the CAV fuel filters
which appear to block that injector, there is more than enough space, and
the swap-out was simple.
I first removed the two clamps that hold the #5 and #6 pipes together and
put them in a safe place. I backed off the nut on the injector pump, then
the one on the injector itself. The old pipe came free with only a couple of
small twists to get it out of the piping spaghetti. At this point it was
necessary to remove the large rubber gasket, backing plate, and lock nut
from the old unit and transfer them to the new one.
Re-installation was just as easy. I first set the new pipe in place, then
screwed the large bolt into the injector housing, pushed the gasket and
plate up tight against the head, and tightened the large nut to hold it
there. (This nut is bigger than even my largest crescent wrenches, so I used
a pair of slip-joint water-pump pliers.) The manufacturing tolerances are
obviously very good, because the other end mated up to the injector pump
perfectly. All that was necessary was to ensure it was seated and to tighten
the nut on the pump. This is a bit awkward because all the nuts are too
close together for a wrench to go between, so it's necessary to offset the
wrench from the top. One must be careful not to slip off and strip the faces
of the nut nor to over-tighten and strip the threads on the pump. (That
would be disastrous.) I then re-set the two clamps, and the job was done.
No need to prime, and the engine started immediately. No sign of leaks or
any other problem so I started the other engine, and once the temp gauges
started to move, headed out for a sea trial. I ran from the lower helm with
the engine room hatches open. Other than the noise, all was smooth, and once
out of the marina and at full operating temperature, I opened both throttles
wide. Both engines easily made and held maximum rated RPM (2,500).
Altogether a very simple yet satisfying job.
Cheers, Garrett
