Hello Diesel911

Thanks for staying with me on this. I just finished with the remote fuel tank in order to bypass the tank screen. Nothing different. Re-hooked tank supply lines for now.

I may have been unclear with the chronology of the events. When I exchanged the engine a year ago I had to use the IP from the stock engine. This is when the car started and drove sluggishly but up to speed even for freeway driving. After getting the car home on a trailer I let it sit for over a year only driving local. It had a worrisome mechanical knock so I just decided to wait for the opportunity of time to deal with the unknowns. Finally I decided the knock must be IP related or timing. Having decided the knock was not going to wash out the engine, I drove I-40 about 500 mi. hoping to seafoam the problem away. That’s when I checked the mileage at 22mpg. That’s about 1/5 of what I expected so now I think it must be a single cylinder problem and most likely with the #1 since that’s the pipe connection I had removed so long ago and now cannot remember the details back in my brothers shop. Now I just happened to read the Easley method and figure I missed up for removing the delivery valve for the drip ("...you will regret it...")

So now I have recently run seafoam with highway miles and the knock is still there and I am in doubt of what I may have done back when. I am reading and planning what to do. I decide to use the Easley method. It’s so easy right? Anyway I'm looking for the 1st sign of fuel in #1 with the fuel line off #1 and things are not right. Not enough fuel. I go back to the threads and others say not to use Easley's method. Now I take all the fuel lines off and sure enough fuel is geisering out the other 4 connectors and not in #1. Now the pendulum swings back to Easley and I think it was "regrettable" that I had removed the delivery valve back when.

With this in mind I decided to reinstall the IP which was originally on the used exchange engine and redress the IP timing. These are the order of events to date. Now the IP is the one which was originally on the engine present engine.

After all of this it occurred to me that this present IP was out of my hands for a little time. Could something like a change in external adjustments have been changed? WOT for example? It is a locknut with adjustable screw. Does anyone know how to set the WOT screw? Engine peaks at 3000 rpm at WOT.

Your comments are appreciated. Thanks, LD