Today I got the final connections made: adjusted the clutch, installed the spark plugs, installed the rear anti-sway bar, and rear tires. Finally after nearly 6 months I was able to take the car off jack stands.
Next, I went in the cabin and installed the coupler and tightened down the collar between the coupler and the shifter rod. I had marked the depth and orientation of the shifter rod on the spines of the coupler to make re-assembly easier.
I was ready to make the initial engine start up, so I made 3 trips to the gas station with my CA mandated 2.5 gal gas can to get fresh gas.
Now I started my pre-flight checks which began with a thorough inspection in the engine bay and beneath the car including double checking the engine and transaxle mounting bolts.
Next came switching the ignition on (key on, engine off) with the fuel pump disconnected, then connecting the MegaSquirt ECU to my laptop PC running Tuner Studio with the serial to USB cable I keep attached to the ECU. One, I verified that I was able to communicate with the ECU, and two, I wrote the updated tuner file (2803 cc vs 2683 cc, 7500 rpm stretch to AFR, VE, and timing advance tables) to the ECU.
Finally, I connected the fuel pump and switched the ignition on (key on, engine off) to check for fuel leaks. I heard the fuel pump start running but it sounded odd, then I looked at the pressure gauge on the fuel pressure regulator and it wasn't building pressure (it was set to 38 PSI). Then I realized why, fuel was gushing out of both fuel rails and down each injector. I turned the key off.
I loosened the 6mm screws on each rail to their mounting brackets and pushed down to make sure the injectors were seated in the rails. Then I re-tightened the 6mm screws and re-tested the fuel system - still leaking huge amounts of fuel.
By this time, I had a gasoline lake under my car.
Once the lake evaporated a bit, I removed one of the fuel rails so I could inspect the injectors. I found the upper o-ring on each injector to be very hard and shrunken - there was no sealing / snugness of fit to the pocket in the fuel rail. Meanwhile the lower o-ring was still flexible and supple, the bottom of the injector fit snugly into the pocket of the ITB, as well as, the fuel rail. Clearly, the upper o-ring that is normally always in contact with gasoline hadn't fared well after being dry for 6 months.
Thank you to Al Kosmal for sharing with me his source for new remanufactured fuel injectors: injectorplanet.com. I was able to order a set of fuel injectors. Now I wait for parts.
Thank God I didn't start the engine....