Mrsmackpaul wrote:Well dunno what happened here I typed a big reply but must not of posted it
Anyway on the blower side of the head there should be two allen key grub screws for each cylinder, on the rear of the head should be the fuel supply and return lines for each head, the upper one I think by memory is the fuel supply rail and the lower is the fuel return rail
disconnect the pipes and put I think 3/8 UNC ?? bolt in one and a air line fitting in the other and pressurize the fuel rails maybe get a squirter bottle with some soapy water and you should soon see the leak I would think
Paul
Makes sense Paul,
As you say the fuel rails are cast into the head, if I remember rightly there is a restrictor in the return line connection to help maintain fuel pressure in the rails.
There is nowhere else apart from the fuel lines in the rocker cover or the fuel pump where it can leak out as far as I can see.
Is the engine running ok apart from this problem
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Is there a chance that one or more cylinders are not burning the fuel
![Question :?:](./images/smilies/icon_question.gif)
That may dilute the crank case oil
Don't disturb the fuel injector timing or rack settings unless you know what you are doing. I used to have a kit in a wallet for setting it all up, there was a timing tool, a depth gauge, a selection of go and no go feeler gauges and more.
Apart from setting the rack in each injector and checking that didn't upset those previously set after each one, you had to balance the two banks and it could take hours of careful concentration to get it all right.
I did a five day course on these in 1969 and I rebuilt a few 6 and 8-71s.they were brilliant engines.
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I had one break a sleeve right round the middle where the exhaust ports are.
I know it sounds primitive but they reckoned that the best way to check that all cylinders were fuelling equally after setting up was to run the engine with no exhaust manifolds and check the soot deposit on white cards held across the exhaust ports.
Definitely a job for ear muffs.
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