Difference between revisions of "X-Dimension engine maint log"

Latest revision as of 19:36, 1 June 2014

Feb-May 2013

An extensive engine maintenance program was carried out to address:

Lube Oil leaks:
Both the front and rear crankshaft oil seals were replaced. The timing cover gasket was replaced as well. As of 6-May-2013 there is still a slight oil leak from the timing cover.

Fuel Oil leaks:
The lift pump was replaced. The O-rings in the injector pump sealing the throttle and cut-off shafts were replaced. The cut-off lever was reversed so that the T-handle is now pulled to stop the engine.

Filters:
The lube oil filter was changed from a cartridge filter to a spin-on filter. The new spin-on mount needed the fabrication of a 2-inch aluminum spacer (Thanks Keith W.!). The primary fuel oil filter was mover from the bottom of the stbd cockpit locker to the port side of the engine compartment (under the stairs). The primary fuel filter element was changed from a 30-micron filter to a 10-micron filter (the same size as the secondary fuel filter mounted on the engine) so that a clogged filter will be easy to change (assuming the first filter will become clogged first). The secondary fuel filter element was replaced.

Also:

• The Jabsco raw water pump was rebuilt (new lip seals), and the impeller replaced.
• Intake and exhaust valves adjusted.
• The copper tube assembly of the Bowman heat exchanger was flushed with Simple Green (no real build-up of scale noted). The rubber boots were replaced.
• Engine idle and anti-stall body adjusted.
• Prop aligned
• Throttle and transmission shift cables replaced.
• Various hoses replaced.

21 August 2013

Severe fuel leak developed at interface between fuel governor and injector pump. Two hold-down bolts on governor had loosened and the gasket failed. This note is to document how the fuel governor is removed.

The governor is located on top of the injector pump. It is a casting that contains both the throttle and cut-off shafts and is tucked under the engine heat exchanger on the port side of the engine. Removing the governor is made difficult by the tight clearance between the top of the injector pump and the engine heat exchanger and the numerous fuel lines that pass through the area. The following is the procedure:

• Remove the throttle pushrod from the throttle lever (the lever on the outboard side of the governor).
• Loosen the fuel line that is on the top of the injector pump, just forward of the governor.
• Loosen the large fuel line that is on the port side of the injector pump.
• Remove the engine cutoff pushrod from the lever on the inboard side of the governor.
• Remove the safety wire from the two hold-down bolts on the top of the governor.
• Using a 1/4" box wrench, loosen and remove the two hold-down bolts on the top of the governor.
• Pull the throttle shaft from the governor and set it aside.
• Lift the governor and, moving the fuel lines as necessary, rotate the governor 90 degrees clockwise as viewed from the top.
• Tilt the governor top outboard and lift to disengage the vertical shaft from its socket in the injector pump.
• If possible, reach under the governor to lift the spring-loaded vertical shaft up to gain more clearance.
• Remove the governor and set it aside.
• To reinstall the governor, both the throttle and engine cutoff control shafts must be inserted.

Off-season 2013-2014

Work was done to: 1) eliminate leaks in the low-pressure fuel system, 2) clean the fuel tank, reduce/eliminate lube oil leaks.

- Low-pressure fuel system: The metal tube between the lift pump and the on-engine fuel filter was replaced. The lift pump joint utilizes a brass ferrule; the filter junction utilizes a length of rubber (nitrile?) hose. The rubber gasket was part of a fuel system gasket kit from Trans-Atlantic Diesel. There was a metal tube from the filter body to a cold-weather assist device on the air intake; this was removed as the device does not seem functional. The metal tube is in the plastic 'engine parts' bin. The existing electric fuel pump was not designed for diesel; it was replaced with an electric fuel pump that is designed for diesel. The old pump developed 5-10 psi; the new pump develops 9-15 psi.

- Lube oil leak work: The timing gear cover was removed and the gasket replaced. The cover was tightened more robustly than it was last year. It was noticed that there is a think metal plate that covers the entire front engine block; if the oil leaks continue this plate and the underlying gasket could be replaced. A full-flange 'smiley' was designed but was not a proper fit; this could also be modified to produce a greater, more uniform pressure on the cover gasket. An examination of the lube oil filter showed that either the oil filter/attachment fitting joint was not properly tightened, or the oil filter attachment-to-remote

- The diesel tank was cleaned. The primary fuel filter was very dirty, which indicated that there was biological growth in the tank. The cleaning did show that the tank was dirty, but not for a prolonged period of time (maybe a year).

The head of the small bolt on top of the anti-stall device used to bleed the fuel system sheared off; the entire anti-stall device was replaced.