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Fuel Injection System-cominued
IN NO CIRCUMSTANCES SHOULD THE
ENGINE BE RUN WITHOUT VENTURI
CONTROL UNIT. V ACUUM PIPE OR
rNLET MANJFOLD.
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Atomisers.
Each atomiser body consists of a steel body
held to the cylinder head by means of a flan ge
and two studs.
Tbe joint between the atomiser and cylinder
head is made by a special copper washer between
the lower face of the nozzle cap nut and the metal
of the cylinder.
When preparing to fit the atomiser into place
in the cylinder head; care should be taken that
only this special type of copper washer is used
to make this joint. The metal of the cylinder
head, the faces of the copper joint ring, and the
corresponding face on the nozzle holder cap nut
should be perfectly clean if a leak-proof joint is
to resu[t.
It is advisable to fit a ncw joint washer when
the atomiser is replaced af ter ha ving been removed
for any reason.
Ensure that the old washer has been removed
from atomiser or cylinder head.
This joint washer should be an easy, but not
loose fit for the atomiser nozzle, and it is because
this is such an important feature that the washers
especially made for the purpose should be used
and none other. On no account should ordinary
sparking plug type was hers be used.
The atomiser can now be fitted in place, care
being taken to sec that it is an easy fit in the
cylinder head and on the holding-down studs,
so that it can be placed down on the copper
joint without force of any kind. The nuts on the
flan ge should then be tightened down evenly in
order to prevent the atomiser nozzle being canted
and so ,. nipped" in the cylinder head. This is
very important, since any unevenness in tightening
down may cause distortion of the atomiser nozzle,
resulting in its failure, and will most certainly
result in blow-by.
Foei Pipes.
No two of the pressure pipes, from fuel pump
to atomisers, are alike. Keep this in mind when
replacing.
Examine the brass nippies which wlll be found
on each end of these pipes.
If the union nuts have at any time been over-
tightened there is a risk that the nippies will have
cracked or been unduly compressed. If 50,
leakage will result.
In this connection bear in mind that the working
pressure which these joints must sustain is several
thousand pounds per sq. in. Only a perfect
joint is satisfactory.
It is quite easy to replace these nippies.
Clean up a length of pipe near the end, using a
fine cut file for the purpose, until the nipple wil!
slide on tI) it.
Remove tbe nipple and replace the union nut
and steel washer. The Iatter must have its coun.
tersunk face towards the nipple.
Now press the nipple on to the pipe, leaving
1/64 in. (.40 mm) of the Iatter protruding.
Hold the pipe in tbe vice 50 that the nii>Ple
rests on the washer and the washer rests on the
top of the vice.
Rivet the protruding portion of the pipe over
the nipple.
Take care that the hole in the pipe is not closed
whilst rivetting.
Clean off witb a fine cut file.
When refitting take care that it is the brass
nipple which makes the joint and not the actual
riveted portion of the pipe.
Af ter fitting ncw nippies W ASH THE FUEL
PIPE WITH CLEAN FUEL OIL, using either
the atomiser testing pump or the engine fuel
pump, thus removing any filings which may be
in the pipe.
Offer up the pipe to the delivery valve and
atomiser unions to check that the pipe fits square
at both ends. Do not fit one and then bend the
pipe to square it with the other union.
When fitting tbe pipe tighten the unions alter-
nately a little at a time, first one end and then the
ot her.
If the nippIes have been properly fitted and the
pipe is square to the unions at each end as described
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