Now Lady Marilyn is on the road and munching up the miles, shes passed from a garage project to that Utopian state of a road going old British Sports Car – in other words she needs fixing a lot.
At first thought this might seem an odd thing to long for, but think about it, we leap into our Euroboxes for dull an uneventful transport (otherwise known as reliable) experience. In a British sports car its a sense of occasion, a sense of style and a sense that that noise really shouldn’t be there….
In the old days, when I started the rebuild every time I tried to fix something, something else goes wrong.
But now, all the hard stuff is behind me and we’re in the tinkering zone.
As the odd little peculiarities pop up we turn to the trusty spanners get stuck in. Compare this to our daily drivers where we turn to the dealer and go broke. Fixing things is joyous and the little things give us an opportunity to see immediate improvements for a few hours work.
The following little jobs have brought untold joy to Trevs garage.
Left Turn Clyde
One potential problem I discovered was an issue turning left from a standing start. This isn’t a particularly unusual thing to want to do, so reach for the spanners and have a look.
What has happening was the engine has now settled into its preferred position, in so doing the number one carb float bowl (nearest the bulkhead) has closed up distance wise to the first UJ in the steering linkage. Add a bit of engine tourque when setting off and the float bowl came into contact with the the high point of the UJ.
There’s a compromise to be reached in terms of clearance to the steering linkage and clearance for the dash pots and the bonnet. Erring on the side of caution the clearance to the bonnet took the lead. Now the engine was settled I had more than enough clearance for the bonnet so I just needed to edge the lump up a bit. I made a 5mm spacer of the RH engine mounting as a trial…
and this cured the problem. A neater plate follwed as a final fix.
Exhausting the options
Given the exhaust system was all newly assembled, there was a minor leak where the down pipe met the under body section. A bit of aluminium tape sealed that while the carbon had time to take up residence. However, it seemed to get worse, so another investigation uncovered a leaking manifold plug. There are two of these, on on each manifold and I have no idea what they are for, must be a test point of some sort. Anyway, one of them was blowing so I thought I’d take my strsty spanner an nip it up.
It didn’t so much nip up as fall off.
Happily the boss in the maifold is suitable to tap M6 and so a few minutes later the redundant post was replaced with a nice new screw.
Below the boss is reinstalled next to an example of the test port on the other manifold. I’m not messing with that one, its a tinker for another time.
On the Level
The fuel gauge hasn’t worked since Lady Marilyn was put back together. Shorting the terminals at the tank end gave a full scale deflection so the gauge and wiring were OK, the sender must be buggered.
Once or twive in the first few hunbdered miles the fuel gauge would burt into life again, for a few miles, before going back to sleep.
I checked the serial number on the sender (TB9006) and its a top mounted version that was used. These are plentyful and cheap on the web, so I ordered a new one.
Its always a game getting a new sender to read the right level so I waited until the level was low, dry fitted the sender, checked the reading on the gauges and then took it out again, readjusted the angle so the gauge read ‘E’ with a little fuel remaining. Once I was happy I fitted the sender, with Hylomar Blue to both sides of the cork gasket, and that was job done. Another easy fix…
Here’s the old sender, still in the tank next to the new fuel pump. The old pump had an intermittent fault that I couldn’t trace so I bought the facet item. Smashing pump except that it doesn’t have a pressure cut off, rather a bypass circuit, as a result it never stops ticking. I shall rubber mount it at some point as it can be annoying…
I pulled the sender out and used it as a template to bend the sender arm…
I then fine tuned the sender arm shape by running the tank very low and adjusting the arm until I got ‘E’ of the gauge.
I sealed it with blue Hylomar both side of the cork gasket. There are differing views on this, some say a dry gasket is better. All I can say it mine does not leak using the sealant. I also put a dab on each thread when re assembling as fuel can capillary along the threads and cause a slight weep.
Word has it that there may be a customer stainless tank being designed by a club member, it this turns into a part then I’ll replace the tank and fuel line routing.
Letting off Steam.
The tick over was a little high on the triple SU’s so I decided to adjust them. There’s no tick over screw its a case of adjusting the air screw and mixture to find the sweet spot. Adjusting the air screw also adjusts the balance and it becomes a fiddly job. Still armed with copious amounts of optimism I started tinkering. The tickover did come down but became more lumpy. I eased that a little but not as much as I’d have liked…
I decided a quick road test was in order and as I backed out of the drive a cloud of steam engulfed the from of the car. Engine off, roll back down the drive and investigate.
It was quickly clear that the bottom hose had come off the stainless link pipe
and dumped about two gallons of OAT mix on the drive.
All the hoses were new during the build and there’s no bead on the stainless pipes. A quick check of the other jubilee clips found them less than tight too. So, I put the event down to the hoses settling after a number of heat cycles and duly replaced the hose and tightened up all the clips.
Its done another 700 or so miles since with no issues.
Its a good idea to go round everything with a spanner after a few hundred miles to ensure nothing else has settled in the same way – after all there were a lot of new fasteners used on the build.
Back to the balancing and I think, in the fullness of time, I’ll take her to a rolling road with a gas analyser fur a proper set up of the mixture…
More tinkering to come, but for now, thats all folks!