Does your Ford-Lehman 120 ever "make" oil

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rgano

rgano

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Oct 8, 2007
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Panama City area
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FROLIC
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Mainship 30 Pilot II since 2015. GB-42 1986-2015. Former Unlimited Tonnage Master
Looking over my old maintenance records, I noticed that on 21 October 1989 an oil sample revealed >2% fuel dilution in the port engine. I think that sample was taken after I noticed a slight rise in the level on the dipstick. Over the next three days I put new copper washers on the six injector banjo connections, tested all six injectors, replaced the injector pump, and put new rubber washers on the injector inlet adapters on the side of the engine and hoped for the best. In November the generator also exhibited fuel dilution on its lube oil (resolved with new lift pump), and in February 1990 the PORT Lehman 120 oil sample reported >1% fuel dilution (number 6 injector banjo connection leaking). However, my stbd engine continued to show fuel dilution, but it was getting toward time to load the boat onto the trailer taking it from San Diego to Galveston and thence on its own bottom to Panama City, FL after my military retirement. So, I loaded up a lot of oil and filters to cover numerous oil changes during the 560-mile run to PC from Galveston. Finally, in June 1990, I was told to connect a bicycle pump with an integral check valve to the return fuel line connection at the back end on the engine's head and pressurize the system to a few pounds. With the valve cover off, it was just a few seconds before I spied bubbles coming up through the top of the number 2 injector - the pop test in October had not revealed this low pressure leak. Problem finally solved with a rebuild of that one. Only took eight months to fine that one. After that rash of dilution issues until 2015 when I sold the boat, I never had another fuel dilution issue, but I was truly sensitized to the issue after that!
 
Our Lehman did after I replaced the injectors. I lost oil pressure via the gauge after about 8 hours. I shut it down and checked the oil level and it was 2” high. :eek: I got towed back to our marina and called around. Bomac Marine said to check the leak off pipe (fuel return line). I had not tightened the pipe at one of the injectors and return fuel was leaking into the oil. :facepalm: Fortunately we didn’t get into a run away engine situation.
 
So how did fuel get into the lube oil via the leak off pipe? I'm not real familiar with FL's but on every diesel I've had that leak would just run down the outside of the engine into the bilge. BTDT.
 
Leak off pipe is under the valve cover.

3500 hours since ownership and 200 since rebuild.

Have done the leak down pressure test 2X and no leaks.

O% fuel dilution in the 15 to 20 oil samples sent out.
 
That would do it. All of mine were on the outside.
 
rgano said:
Looking over my old maintenance records, I noticed that on 21 October 1989 an oil sample revealed >2% fuel dilution in the port engine. I think that sample was taken after I noticed a slight rise in the level on the dipstick. Over the next three days I put new copper washers on the six injector banjo connections, tested all six injectors, replaced the injector pump, and put new rubber washers on the injector inlet adapters on the side of the engine and hoped for the best. In November the generator also exhibited fuel dilution on its lube oil (resolved with new lift pump), and in February 1990 the PORT Lehman 120 oil sample reported >1% fuel dilution (number 6 injector banjo connection leaking). However, my stbd engine continued to show fuel dilution, but it was getting toward time to load the boat onto the trailer taking it from San Diego to Galveston and thence on its own bottom to Panama City, FL after my military retirement. So, I loaded up a lot of oil and filters to cover numerous oil changes during the 560-mile run to PC from Galveston. Finally, in June 1990, I was told to connect a bicycle pump with an integral check valve to the return fuel line connection at the back end on the engine's head and pressurize the system to a few pounds. With the valve cover off, it was just a few seconds before I spied bubbles coming up through the top of the number 2 injector - the pop test in October had not revealed this low pressure leak. Problem finally solved with a rebuild of that one. Only took eight months to fine that one. After that rash of dilution issues until 2015 when I sold the boat, I never had another fuel dilution issue, but I was truly sensitized to the issue after that!
Click to expand...

Thanks for sharing the knowledge :thumb:
 
Larry M said:
Our Lehman did after I replaced the injectors. I lost oil pressure via the gauge after about 8 hours. I shut it down and checked the oil level and it was 2” high. :eek: I got towed back to our marina and called around. Bomac Marine said to check the leak off pipe (fuel return line). I had not tightened the pipe at one of the injectors and return fuel was leaking into the oil. :facepalm: Fortunately we didn’t get into a run away engine situation.
Click to expand...
How does that cause a run away engine?
 
I have also experienced a leaking diaphragm in the lift pump causing the issue. Just another thing to check.
 
Larry M said:
Too much oil can can be forced up past the rings and can become an uncontrolled fuel supply. The only to shut it down before there’s any damage is to kill the air supply.
Click to expand...

I've been thinking about this for a while.
I ask myself "How would I shut down my Lehman 120 if I had a runaway?"

Wanting to make sure I am always prepared, I figured I would need something to choke the air supply via the air intake filter.


I am thinking of just having a double-bagged shopping bag stowed in the engine compartment near the air-intake filter that I can quickly access and deploy over the air intake to choke off the air supply. Any thoughts on this? Is there a better way? Please advise
 
Larry M said:
Too much oil can can be forced up past the rings and can become an uncontrolled fuel supply. The only to shut it down before there’s any damage is to kill the air supply.
Click to expand...

Larry, I do not think that can happen. If the rings are so worn to allow oil to pass there then would not be compression for ignition.
I would expect a sudden hydraulic lock occurring and things breaking.
Glad you caught yours before that occurred.
 
I have read where it's the blowby ingested via air intake feed.
 
Never seen or heard of it happening with a Lehman but it does with the 6 series Detroits. I always kept a rag handy to toss into the supercharger if necessary.
 
My business repairs heavy equipment so we get a run away every once in a while. Our way to shut them down is with a C02 fire extinguisher. Works every time and causes no harm to the engine. We keep one specifically for that purpose.
 
Max1 said:
…I am thinking of just having a double-bagged shopping bag stowed in the engine compartment near the air-intake filter that I can quickly access and deploy over the air intake to choke off the air supply. Any thoughts on this? Is there a better way? Please advise
Click to expand...

On a Lehman, if a runaway were to occur, I wouldn’t use any bags. Think beyond wide open throttle. :eek: You’d be in neutral with an ungoverned fuel supply. The engine is using/sucking lots of air.

Some air air intakes have a flat surface that you could place a cutting board or flat surface up against the air intake but not on a Lehman.

I’ve never experienced a runaway engine but have talked to a few mechanics that have. Not for the faint of heart imho.
 
Unclematt said:
My business repairs heavy equipment so we get a run away every once in a while. Our way to shut them down is with a C02 fire extinguisher. Works every time and causes no harm to the engine. We keep one specifically for that purpose.
Click to expand...

That’s the answer. Thanks for that. :thumb:
 
I know it's an old thread but I am trying to find a fuel leak that is making oil (I don't have a mechanical lift pump so isn't that). Suspect fittings on return line. Rgano how did you hook up a bicycle pump to the fitting on the return line? Do you remember the fitting size? Did you have a gauge?
Thanks
 
BC-Coast said:
I know it's an old thread but I am trying to find a fuel leak that is making oil (I don't have a mechanical lift pump so isn't that). Suspect fittings on return line. Rgano how did you hook up a bicycle pump to the fitting on the return line? Do you remember the fitting size? Did you have a gauge?
Thanks
Click to expand...
Quite simple. I disconnected the return line at the right rear corner of the engine's head and cut the end off of the bicycle pump hose off. Slipped the end of the pump's hose over the end of the return line fitting on the head and secured with a hose clamp. You can see the black "rubber" return fuel line coming up to the fitting on the head in this photo.
 

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Thanks! I like the simplicity of that. My return line once it leaves the fitting is flexible copper but I am sure I can adapt something. Might just end up changing the external part of the return line to "rubber" as it would be easier to work around and less likely to crack. Thanks
 
My original return line just after the head connection was a coiled piece of copper I distrusted which is why I changed it to fuel hose. Good luck on your leak hunt.
 
Thanks I appreciate the insight. Never been a fan of that coiled copper piping; too easy to damage by vibration or when you are doing bilge yoga
 
If you noticed in the photo, I also changed out the engine-mounted fuel filter, the original of which was a clumsy item to service, for a spin-on with a transparent bowl. I would have done a single if I could have found the right mod kit.
 
Brian at American Diesel had the fittings needed to change the fuel return line to hose on the Lehmans on our last boat.
 
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