Re: Two Door Saloon (OHC) KJ 1664
Posted: Thu Aug 06, 2020 1:24 pm
Well, another 150 mile round trip and unfortunately still no running engine!
I went back over the timing set up (this time aware of the lower pinch bolt under the distributor), but that didn't result in any improvement. So, I did it again, this time feeling for compression on cylinder 1, watching the valves and of course the timing mark on the clutch/flywheel. I also constructed a special tool from a discarded twig to watch the rise and fall of number 1 piston. To my surprise, when 1/4 was showing in the inspection hole, number 1 piston was a BDC! Re-doing the compression (thumb over spark plug hole), number 1 piston TDC and valve position check, the 2/3 mark was showing in the inspection hole! Assuming that either the clutch/flywheel was set up incorrectly, or perhaps the camshaft was 180º out, we rearranged the HT leads in the distributor cap, based on where the rotor arm was pointing when number 1 cylinder was at TDC after its compression stroke. Still no joy, but by this time we had gone so far off-piste that we basically lost confidence and hope!
I did replace some of the gaskets and washers on the carburettor and at least stopped the fuel leakage from the float bowl banjo connection. Fuel is present in the carburettor and the piston moves up and down smoothly. As previously, Easystart was used when attempting to start the engine (along with attempts without Easystart, furious throttle pumping, closed throttle, wide open throttle and all manner of advance/retard and enrichment settings). No luck.
It seems I have met my match here. As one last roll of the dice, is it possible that the clutch/flywheel or camshaft could have been assembled 180º out?
The car is in Cambridgeshire, close to the Hertfordshire border and about 15 minutes or so from IWM Duxford. If anyone can suggest a professional in the area with relevant experience, I would be very grateful.
Thank you.
I went back over the timing set up (this time aware of the lower pinch bolt under the distributor), but that didn't result in any improvement. So, I did it again, this time feeling for compression on cylinder 1, watching the valves and of course the timing mark on the clutch/flywheel. I also constructed a special tool from a discarded twig to watch the rise and fall of number 1 piston. To my surprise, when 1/4 was showing in the inspection hole, number 1 piston was a BDC! Re-doing the compression (thumb over spark plug hole), number 1 piston TDC and valve position check, the 2/3 mark was showing in the inspection hole! Assuming that either the clutch/flywheel was set up incorrectly, or perhaps the camshaft was 180º out, we rearranged the HT leads in the distributor cap, based on where the rotor arm was pointing when number 1 cylinder was at TDC after its compression stroke. Still no joy, but by this time we had gone so far off-piste that we basically lost confidence and hope!
I did replace some of the gaskets and washers on the carburettor and at least stopped the fuel leakage from the float bowl banjo connection. Fuel is present in the carburettor and the piston moves up and down smoothly. As previously, Easystart was used when attempting to start the engine (along with attempts without Easystart, furious throttle pumping, closed throttle, wide open throttle and all manner of advance/retard and enrichment settings). No luck.
It seems I have met my match here. As one last roll of the dice, is it possible that the clutch/flywheel or camshaft could have been assembled 180º out?
The car is in Cambridgeshire, close to the Hertfordshire border and about 15 minutes or so from IWM Duxford. If anyone can suggest a professional in the area with relevant experience, I would be very grateful.
Thank you.