Today was fuel injection hoses.

I think I am correct in saying there are 25 individual rubber hoses within the engine compartment.

These connect through 5 separate metal lines to form somewhat of a spaghetti mess all over the engine bay.

Attached some pictures of most of the components out of the car. These pictures will hopefully help me remember how to put it back together :-)

We will be using new hoses (obviously), new clamps and new fuel pressure regulators. The cold start injectors are getting ditched and the holes in the manifolds blanked. We will have 2 fuel pressure senders connected using the hoses previously used by the cold start injectors. These senders will give us real time fuel pressure for the left and right bank. The gauges will be discretely mounted in the glove box.

 

25 individual hoses for an FI engine??!! And 5 metal lines??
Give me a simple straight forward carburetor any day! Those I understand.
(';')

 

it's been. such a neat Discovery finding all these ancient hoses that are supposedly supposed to be rubber and are hard as stone.

I have a question out there for ya guys.

when the distributor is out of the car is it supposed to turn very easily with no resistance?
we are getting a slight resistance when we turn it. it just doesn't feel right.

 

I keep pushing for the HE rail.......

 

About cranking without distributor... there still is compression right? That is what gives resistance...

 

@Wilfred

What Shawn meant was that with the distributor out of the car, when turning the distributor shaft in your hand, we can feel some resistance...... that was the question. We are imagining it spinning freely, like an aircraft engine (kind of), but ours feels slightly sticky and notchy

 

I remember the first time I looked under the bonnet of a v12 Fi jag. The thought of working on it frightened me. Still does to an extant, so kudos to you.

Light resistance on the distributor, depends on how light you mean, but shouldn't be an issue. Try cleaning it and re-oiling. The thing to be worried about is a loose distributor shaft which means wear.

 

Yeah.. now that I read it again I feel quite stupid.... Sorry! :-)

I wouldn't know though....

 

I replaced the fuel rail on my 77 XJ12L with an HE rail. Got down to one fuel pressure regulator, *MUCH* simplified plumbing + got rid of the no-start-when-hot condition. It worked *VERY* well.

 

!! What a nest of snakes!!
(';')

 

Why aren't you?

 

Interesting. Is it plug and play?

 

@Lagonia

Thanks for the info. A few questions if I may......

1. Does the later rail interfere with the A/C compressor? Ie did you have to modify the rail and or the compressor to get them to fit?

2. How bad was your hot starting issue? Would it just not start? Or it started after a few tries?

3. I assume you used one of the original fuel pressure regulators as the later rail version runs at too high a pressure ?

 

We've made a reasonable amount of progress this weekend.

It started out quite bleakly as it appeared from another thread about Distributor feel https://www.jaguarforums.com/forum/x...r-feel-158067/ that we had a problem with the shaft in the distributor. But, thanks to the advance in that thread (The Grant Francis Diesel Dizzy Bath) we got the distributor back to spinning life again, just as the mailman turned up with the new vacuum advance module we had ordered. After re-lubricating the distributor we added back the vacuum advance module along with the re-OPUS pick up. Then we added the upgraded 4 wire FI trigger board which was a bit of a pig of a job because the original plastic screws had broken in place, and despite our best efforts to remove them using various methods (fire, oil, air, drill) we ended up having to re-tap the holes and fit metal screws. I had read somewhere else (probably on this board) that these screws were going to be a pain, and that others had fitted metal screws with no apparent side effects. We also remembered to fit the new rotor to go with the board. New cap, coil and plug leads finished that part of the fun.

I finished replacing all the fuel injection lines as well as fitting the fuel pressure senders in place of the deleted cold start injectors.

Finally all vacuum lines were replaced by, ahem, new ones........ not quite sure how my concourse scores are going to fare, but anyway. The reality is the colored hoses are kind of useful because its easy to see when something has came off.... not so with black ones.

So after all that..... well, it fired up a treat and ran superbly....... probably the best we've heard it run since its re-birth. Unfortunately we then ran out of gas and as it was dark outside, we decided to wait till tomorrow for a quick spin around the block as I generally don't like going out at night with an unregistered car with no plates.

A few pictures of our progress are attached

 

I'm still not sure I understand the reasoning behind the cold start injector delete.

Also, you're making me think this kind of treatment might go a long way to making my own V12 less...er, ahem, whimsical.

Inspiring, truly.

 

As far as I understand, there are multiple failure mechanisms with the cold start system........ The system relies on an unobtainium part to trigger it. The injectors are known for leaking when they are supposed to be off....... You can manually create the added fuel squirt by pressing the throttle with the ignition on...... and we are blessed to live in Sunny California, so "cold start" is a relative term

 

Hey where did you get that fuel pressure sender?

 

Prosport Performance Green/White Electrical Fuel Pressure Gauge

I've ran one on my XJS for a few years. No issues with reliability, and I think it's fair price for the gauge and sender.

 

Nice pics and detail, Sarc. Much appreciated.

I've changed most of my vacuum lines by taking it over to autozone and finding the closest equivalent size, but there were some vacuum lines that were oddball sizes. Do you have a link for a kit for either vacuum or fuel hoses?

 

Not quite, but easy to adapt. Fuel entry and exit from the rail need to be rigged and, really, that was the worst part of it.