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Post by johnwp5bcoupe on Sept 20, 2007 19:02:47 GMT
Is there plenty of pressure from the pump?
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Deleted
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Post by Deleted on Sept 21, 2007 8:24:02 GMT
OK an update. Tehre is no filter on the pick up, there is plenty of fuel at the carbs. The new ele pump, which worked fine the day before I changed the exhaust gaskets, has a good pressure of 1.4 psi and an amazing delivery rate of 120gal per hour. Run through with Burlens and Gower and lee and the pump is fine. I have managed to monitor the fuel in the float chambers and level is fine.
Checked plugs yesterday, found a few not as tight as I would have liked, checked and refitted - no difference. My next port of call is to take the exhaust manifold off, complete with down pipe. there were certainly no gaskets on the car when I fitted these ones, but just wondered if there is an obstruction and under load, it acts ans an exhaust brake!
BTW, got an aed kit from Gower and Lee, Burlens ahve very few spares left. Also looked at a choke conversion which replaces part of the aed! andyone ever fitted one?
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Post by DaveCole on Sept 21, 2007 8:58:03 GMT
Harvey Terribly sorry I got my dwell degrees wrong Just ***** trying to help the bloke
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Post by johnwp5bcoupe on Sept 21, 2007 10:19:56 GMT
freddy has already answered part of your question re the AED manual conversion I have seen a few of these they seem to work OK
Does the engine rev freely static?
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Post by DaveCole on Sept 21, 2007 10:38:48 GMT
Harvey I must apologise for my less than polite reply, it's too early in the day for dwell angles.
Yes it is 26-28 degrees I didn't have the information too hand and remembered it was about that. As for dwell & timing, I read what I had written, and yes your right. It was complete b*****s. Sorry What I was trying too say, and it's not easy without a engine in front of you, is that if the points gap is too large it will idle OK but under load it will misfire and feel gutless. As you say the advance is mechanical, but it is controlled by the vacuum, which does of course respond to engine demand. As a matter of interest, Slant4 is this a post 1972 car with the later points with the pin that locates to the advance mechanism, worth perhaps checking as this would cause problems if when you replaced them the pin didn't locate or used ealier points without pin. To reply to John, 15 thou shoudn't cause you problems, the balance weights should smooth that out, it's when you measure in 16ths of an inch it's a problem.
Harvey again my apologies
Regards and happy Rovering to all
David
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Post by johnwp5bcoupe on Sept 21, 2007 10:47:49 GMT
Nice apology Dave harvey has broad shoulders I dont agree with the 15 thou not causing problems Dave even with the bob weights it would cause chatter if you can move the shaft that amount in either direction they are bad enough to set up the dwell as it is and Glenn's was the very early Dizzy
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Post by Deleted on Sept 21, 2007 11:02:07 GMT
Good point about the dizzy bearings. I had a FX3 Austin taxi that had bad bearings. You could open and close the points by pushing on the shaft. I am inclined to suspect the leads and rotor arm. Perhaps the a/r weight springs. There should be a rubber pipe from the carb to the dizzy, mine had a strange unit in the line which I threw away. I also got the carbs balanced which made a huge difference. Funny about lack of filter. Mine has one. I would also rule out the exhaust pipes getting blocked. Its usually something simple like a frayed lead in the dizzy. Plugs can also be the wrong ones as the heads have changed over the years and the short plugs will not fit the later ones and vice versa.
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Deleted
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Post by Deleted on Sept 21, 2007 15:30:57 GMT
Thanks to everyone for the advice. Just to let you know, the car is low mileage, everything is very tight inc dizzy, and the car ran fine before i fitted gaskets to the os exhaust manifold! It idles beautifully and revs up, but go to drive it and its a different story! Manifold coming off in around an hour, along with down pipe. Gonna swap leads with the sd1!
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Post by Deleted on Sept 22, 2007 19:53:46 GMT
Update. Well the exhaust is clear (well from a point of view). A stainless system has been fitted nad to be quite frank, its crap! Doesn't fit properly where the os bank joins the pipe. Thats tomorrow's manipulation. Got a few more things to look at. I do need some advice (or clarity) on how this spill back system works and how it affects the pump. You out there that have fitted an electric pump, do you get a constant flow back to the tank, ie the pump does not shut off? I discussed this with Burlen's and they confirmed that it is a very crude method of ensuring you have a good supply of fuel?! I'm going to flush all the fuel lines with an air line tomorrow as I think there is something floating about somewhere!
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Post by johnwp5bcoupe on Sept 22, 2007 21:25:02 GMT
I can confirm the pump will not shut off there is a constant flow back to the tank.
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Post by Deleted on Sept 25, 2007 21:41:06 GMT
Just an update. I have almost exhausted (literally) everything. Just trying to get this rather crap exhaust system to seal on the lh bank then road test!
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Post by Deleted on Sept 29, 2007 10:44:42 GMT
The Latest! New plugs., leads, coil, spapping divvy cap later today, fuel system seems fine but I am managing to simulate it stationary:
Starts, idels, revs reasonably ok. When under load, open throttle, inittially there then dies very quickly. Sounds like a missing on several pots or general lack of power. Thinking may be an odd electrical fault. Did initially find something odd in distributer in that dwell kept altering on revs. I've had the baspe plate slider off, vcleaned, reassembled and all ok. On play in distributor. its got to be something stupid!
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Deleted
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Post by Deleted on Sept 29, 2007 18:49:45 GMT
Its been a long time since I did one of these but I do remember on one distributer that the cb screws must not be too long or it will impede the A/R movement. It may not be the same on yours but just a thought. Have you tried to supply the fuel via gravity? It could eliminate any line faults.
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Deleted
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Post by Deleted on Oct 1, 2007 7:36:57 GMT
Found the problem. We have managed to simulate the conditions and it is the LH carburettor. The float chamber, etc seems to be fine. I'm suspecting a rather odd blockage in the bottom of the jet, which under high load, gets pulled up. I've come across a condition called varishing a few times. This is where modern fuel, when sat around, produces a flakey, varish tipe substance from nowhere, especially in aluminium or alloy products as carbs and fuel pumps are made of. It usually occurs when the fuel has sat for 6 months +. This car, prior to our purchase, sat for several years in storage! I've stripped off the offending carb and am taking it to get a new jet, needle and possibly some floats and needle valves. Also I've noticed its fitted with the non adjustable float type with the brass needle valve, which from my expirence I have never seen. Is this a mismatch???
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Deleted
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Post by Deleted on Oct 1, 2007 14:13:33 GMT
It all depends in how good the carb balancing was before you started. I doubt if the flakey varnish would block anything as the jets as such are self cleaning unlike fixed jets. Are you sure that the balancing was good enough?
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Post by johnwp5bcoupe on Oct 1, 2007 15:01:23 GMT
I had a problem with my HS6 LH the problem was the rubber olive on the feed from the float chamber was partialy blocking the pipe at the bowl base I changed the rubber olive and it was fine. The LH carb feeds cylinders 1.7,4 and 6 try pulling a lead or two off and see how much difference it makes on tickover
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Deleted
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Post by Deleted on Oct 1, 2007 18:58:01 GMT
Spot on, Tied the plugs the oterh day and came to the same conclusion. I wondered if it is the olive myself. Ordered a new jet. Interestingly, the chap from Gower and Lee was of the same opinion as me re varishing as these jets will mostly clear using the usual SU technique (Full throttle and keep covering, but it wont necessaraly clear that stuff if it gets in the bottom. I know my Austin 18 used to suffer and it is a known problem in the pre war world!
Carb balancing would not give the same phenonium unless vastly out and remember, this car was running fine until the last incdent.
Will keep you all updated
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theroveringmember
Rover Fanatic
P5B Saloon - P4 110 - P6B x2 - 2200TC - 2000TC (S1) 2000SC........How Many Is Too Many?
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Post by theroveringmember on Oct 2, 2007 7:01:08 GMT
Ha! I just found this very problem in the 2000SC which I fitted in our 2200TC. No power under load. Under guidance from Harvey went right through the electrics then serviced the carb & found an old olive & washer restricting the flow to the carb.
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Post by Warwick (Ozcoupe) on Oct 2, 2007 8:00:16 GMT
I've found that you don't need to remove the olive to get full flow back again. Just take out the little piece of capsicum to open up the hole again.
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Post by Phil Nottingham on Oct 3, 2007 11:30:47 GMT
To access to the tank pickup just remove the boot backboard and undo two small 2 BA? set screws afer disconnecting the fuel pipes. carfefully lift out pickup - there shpuld be a nylon gauze filter on the end but these often crack through age and drop off!.
Fuel starvation can be caused by the changeover valve not closing properly - check it on rear of subframe that it operates through its full range.
Note also that each carb does not supply on bank of cylinders but two from each side
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Post by Deleted on Oct 5, 2007 7:59:34 GMT
Well, touch wood, the car seems to be going ok now that new jets are fitted abd even kicks down well.
Just needs a bit of tinkering to get it balanced exactly just so. Slant4 is now much relieved and is looking forward to getting his Austin 18 back home.
Thanks to everyone for their help and advice with this.
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Post by Deleted on Oct 5, 2007 8:15:04 GMT
How did you balance the carbs? By ear or Colourtune? I had mine done by a mobile chap with a Sun tuner who went through everything. He advised me that the inlet manifold was leaking in air causing emission problems (hard to imagine) After I fixed that he returned to do the mixture. The next day I had it MOTd and the tester accepted the printout as evidence. A day after, I drove it to the middle of France where I am now. The only problems since was an interlock lead dropping off. They are now joined together until the day I can get it over a pit.
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Post by Deleted on Oct 5, 2007 12:48:34 GMT
Haven't balanced the carbs fully but usually use the cheap and chearful gunstons balancer. As for mixture, good old method of lifting the piston. as malcyk has said thanks for all your advice. The problem appears to be in the jet or the gland restricting things, but not too worried about that. There is a hesitation at 80 - 85 mph, but the dwel keeps wandering so I'm going to blame that as there is no other problem at any revs. Going to have a closer look at the base plate.
If you are leaking air, i would check its not the aed end. When its warm, there should be no air passing through, if there is, get a manual choke conversion!! I've got a spare rebuild kit for the spare aed which leaks, but to be quite frank, they appear to be more trouble than they are worth. Not sure why rover never used the system fitted to the rolls and bentley?
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Post by Deleted on Oct 5, 2007 16:20:14 GMT
I dont have an aed. Just an old fashioned choke. I was talking about the inlet manifold to head joint. This was with a new valley gasket.
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Post by Deleted on Oct 8, 2007 7:31:15 GMT
I would be surprised that in inlet manifold gasket is leaking. have you had the heads skimmed? Sure its not leaking back from somewhere else like vac unit on the distributor?
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