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Good point about cable quality and using soldered connections. Does that mean I'll have to solder the cable to my coat hangar? :) Seriously, thanks for all the help guys. Using a Shakespeare 5230, will stick with that.

You make a good point. If it doesn't work with my current antenna I can correct the situation. On another Forum I belong to a member, like you, is using a Shakespeare VHF antenna and having good results. Thanks for your advice.

Yep, that's the problem, cost of a dual use antenna. The SH GX6000 costs a little more but has an outlet for both a VHF and a AIS antenna. Just trying to get the best bang for my buck given my needs. Noticed that the owner's manual mentioned the VHF transmits at 155-156 MHz while the AIS does...

I do realize that I need a dual antenna as splitters are not recommended with this unit. I was just wondering what others have found to be a good choice for this application.

Was looking to purchase a new VHF and thinking that the SH GX2400 would be the best choice. Most of my time will be spent in coastal Maine and I think the AIS and especially the loud hailer/foghorn options would be essential. SH claims that I would need an antenna with both VHF and AIS...

Sort of embarrassed to admit it but I can't remember the weight and type of Rotella I used. This was done in early spring and after a lot of work on the engine, I am just now getting to test run the engine. I'm pretty sure I used the conventional formulation. Blame it on impending geezerhood...

Has anyone noticed their Lehman, or any diesel for that matter, tending to smoke more or less with a particular brand or weight of engine oil? Seems like I am getting a lot more smoke recently having switched to Rotella. Thanks.

Responding to Nick, yes it seems that the out of time injection pump was the primary problem. That said, the time I spent setting up a new fuel delivery/filter system did correct other peripheral problems. I think I missed a big clue. Early on after several failed starts there was a fine cloud...

Well I think the problem is fixed. I pulled the injector pump, rotated the gear until the timing marks lined up, then turned it back a little more to accommodate the movement of the IP gear when it meshes with the helical cam gear. When the IP was mounted the marks remained lined up. I rotated...

Another update. Following advice, checked the injector pump timing. Much easier said than done on my particular engine setup. With the engine set between deep engine beds and a drip pan tight to the engine there was no access to visualize the timing marks on the flywheel. I could slide my hand...

Another quick update. Spoke again with Brian at AD and he recommended that I check the injection pump timing. He agrees with one of the local fishermen that if I'm getting white vapor cloud out the exhaust fuel is going through the combustion chamber but not at the exact right time. Sounds...

Psneeld, are you saying to run a line directly from the temporary tank to the IP, bypassing the fuel filters ?

Thinking what I might do next is to temporarily wire the starter button to down below next to the temporary fuel tank. That way I should be able to crank it over while keeping fuel pressure to the IP via the fuel bulb. this I think should rule in or out the lift pump. I do have an inline fuel...

I also would be curious as to how it would, or would not run, with constant pressure from squeezing the fuel primer bulb. Unfortunately primer bulb is down below and starter switch is up in the house. if I could get some help, maybe convince the Admiral to give me a hand, I could try that. If...

Well folks, time for an update. After considering the suggestions on the Forum and speaking with Brian at AD I went ahead and bled the injector lines. Actually I started from the temporary fuel tank and again bled everything up to and including the IP. Clear fuel all around. I loosened up all...

This pic may be a bit more clear

Found this on a British site. Pretty good description on how the cold start button works. Have to squint a bit to read the text.

That certainly seems doable. Boy I would love to have engine access as shown in your pic. I didn't mention that the engine in question is in a vintage wooden lobster boat. There is an engine box fairly tight on either side and the main bulkhead divides the engine with cylinders 1-3 down below in...

Thanks to all that chimed in. I'm away from the boat at present but should be able to work on it next week. I'm thinking I will start at my temporary fuel tank and bleed everything up to and including the IP. Next I will do as suggested and bleed the injector pipes. Question on bleeding the...

Nick, When digging through the paperwork on the boat I found receipts for the IP rebuild. They were dated about 11 years ago, but the boat hasn't run for the last 5 years. Lepke, Thanks for the great pic of the injector inner workings. However, not knowing much at all about these engines, I...

gsholz, I didn't mention but I did do an injector pump oil change before attempting a start. Also did an engine oil change while I was at it. kchace, was hoping not to have to do an injector bleed unless all else fails. Sort of hate to undo all my nice tight connections. But if I have to ...

A brief history first. I was told the boat motored out to it's mooring five years ago and would not start for the rest of the season. It was hauled out and sat on the hard for the last four years. That's when I came along. On examining the engine I found that the line from the primary filter to...