[vhgmcbuddy]

Are you bringing it to Lotmead again this year ?

A really impressive tool !

[vhgmcbuddy]

Thanks for the suggestions.

The total lift is only about 1 metre or so, well within its capabilities. The hose is very rigid (too rigid really, makes fitting it very difficult), no problems there. However, the Union is made of nylon and has begun to get a bit worn. Water was dripping out past the threads.

As far as I can remember, there is no gland seal as such although there was a rubber seal that fitted on the outside of the engine crankcase and was compressed when the pump body was bolted up onto the engine body.

When I got the pump, a previous owner had fitted 1.1/2′ to 3/4″ reducers which I removed.
Beginning to think that perhaps I should have left them !

[vhgmcbuddy]

Wouldn’t have thought that 4m was not over long but how much lift are you attempting? Also, you need to eliminate any air leaks on the suction side and make sure that the internal structure of the suction hose is not collapsing. Heavy grease around screw fittings can help.

[vhgmcbuddy]

That’s a great piece of history Charlie. And in those days that was a lot of money!
I don’t have the receipt for mine, even though it was almost always in the family so to speak. However I do have my fathers receipt for the purchase new of a Morris Oxford in 1966 complete with stamp.

[vhgmcbuddy]

What a wonderful bit of provenance to go with the machine. I can just about remember when receipts had to have a stamp on but can’t remember when that requirement ceased.

[vhgmcbuddy]

That’s what I thought. The previous owner was a land scape gardener. This was the first machine that he had a go with when he was about 10. Unfortunately health and safety meant he no longer felt he could give it to his employees to use, but didn’t want to see it scrapped. I said I could give it a good home. So here it is. I’d been after another Sachs diesel gem since I sold mine when keri told me she was expecting, but every example that had turned up was too expensive. Looking through the ports the bore and piston is still like new. I would say that it has been very well looked after over the years.

[vhgmcbuddy]

What a good find ! Not bad condition, especially as it was Free !

[vhgmcbuddy]

Last night I started removing the rear rotor covers. Once off they were actually worse than I thought. With this project I’m trying to stick to a strict budget so I’ve dug out a good second hand set and have started the laborious task of stripping the old paint off.

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[vhgmcbuddy]

The gem run, however it is a bit of a pig to start. The general consensus is that the injector wants overhauling. Following advice on here I have removed it and am going to send it to diesel Bob.

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[vhgmcbuddy]

The radiator is in good original condition, after straightening out a few fins and a new cap followed with a coat of paint. Here it is.

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[vhgmcbuddy]

The fuel tank has been very well preserved, probably as a result of spiller diesel and oil over the years.

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[vhgmcbuddy]

I started off removing the bonnet, air filter and exhaust etc. The bonnet is one of the straightest I’ve ever seen with just a bit of panel beating and a small crack welding required.

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[vhgmcbuddy]

My biggest problem is getting to the local places during working hours as I’m allways stuck at work so I have contacted diesel Bob and he seems very knowledgeable and fairly priced so after spending a couple of hours getting it to part company with the head it is now packaged up. There wasn’t much creak when turned over so I hope this should drastically improve things.

[vhgmcbuddy]

Any decent fuel injection specialist should be able to overhaul your injector. If you remove it from the engine and put the business end into a jar or bottle you can observe the spray pattern or lack of it and note whether it dribbles.
Be aware that a mishandled injector can force diesel under the skin with serious consequences.

[vhgmcbuddy]

Its nice to see how far the magazine has come on scince the early days.

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