The maiden run

No maidens here, but took the old Corsair for a run with my son as passenger. First it was a stop at the petrol station to put in a couple of gallons and refill the fuel can – just to be sure. The car was a bit lumpy under load but the extra choke dealt with that.

So a nice 34 mile loop of the locale was covered and felt great to be back behind the wheel. The fuel gauge doesn’t work and the temperature gauge kept moving about however the speedo was fairly accurate when compared to the speed app on the phone. The car cruised quite well at 50mph but didn’t like being under load at lower revs and performed better when the choke was eased out. It was a good drive and allowed the car to dry out some more after getting a soaking from Friday into Saturday.

The Corsair is home

Went to John’s this morning to pick up the Corsair and in typical style it was lashing with rain when I arrived. John’s hospitality was tip top as usual and came with a cup of tea. With the bill paid it was a briefing on how the Corsair would like to be started and warmed up. John had spent some time the previous day fettling the tune on a few trips to Win Green and back. So all was good and it ran well on the trip home which was very wet and the wipers worked well. A bit lumpy and noisey and lots to deal with but I got the Corsair home.

The Corsair has an MOT!

John has had the Corsair since April, with the brief to tune up the carburettor to run better between his better paying jobs. If you go back through the blog threads you will read that it has been something of an epic journey, testing the patience and skills of John and Peter. The work done has entailed the tidying up of the fuel lines and re-positioning the in-line fuel filter after the fuel pump and stripping down the carburettor and using parts from the spare I provided, leading into their nemesis of the ignition and distributor problems and finally getting it through an MOT.

Continue reading “The Corsair has an MOT!”

It’s Alive! (well, for the third time)

Ford Corsair V4 (1700cc) engine bay

Went to see John today as the Corsair is now up and running very nicely, especially now that it can be tuned properly and has many new ignition components. It has been booked for an MOT on Thursday – just to see if anything more needs doing. Fingers crossed, eh?

Thanks for viewing.

The Refurbished Distributor

H& H Ignition Solutions [website here] delivered as promised a rebuilt and refurbished distributor. It looked like new. I presume my original internals were used but a new body was sourced which was added to the total refurbishment cost. You can see from the photos what a great looking piece of kit it looks like, just hope it performs as well as it looks.

So the new dizzy was passed to John along with a collection of gaskets and an oil filter for the engine re-assembly and hopefully a good starting point for a fresh tune-up.

The 500 pound distributor

John and Peter at AJ Restorations had finally got the distributor out. They eventually used an aluminium drift from beneath and persuaded it out, after drilling the alloy body to release it from it’s infernal grip on the cast iron block.

It didn’t look too good but I was assured in a phone call to H&H Ignition in Dudley, Birmingham that they could refurbish anything so long as the internal main shaft was OK along with the cog drive. John also had a contact that may have a couple of spare distributors for future reference, just in case mine was unserviceable.

1700 Essex V4 Distributor in bits, literally.
Essex V4 1700 engine block with distributor removed

So that’s it for now. I’ll be taking this little lot up to H&H Ignition on Tuesday (15th Aug) and see what they have to say.

Distributor Woes

28 July 2017: Ooh. Dizzy looking very mangled up now. 🙁

The distributor has been causing all manner of problems for John and Peter at AJ Restorations. It had battery acid soaked into it for a week and it still wouldn’t budge. Heat and brute force with massive grips could not move it, either.

Upon visiting John last Friday (28th July) it has been decided to dismantle the distributor to leave the aluminium shell and then cut the bugger off and then drill out the seized in remains. I have been assured from an ignition specialist that they can rebuild the distributor from the bits I supply.

the all important numbers to help identify the right one (12127).

In all this time, I’ve been trawling Ebay for a replacement but they are all Dizzy’s from V4 Transits or quite pricey only to be rebuilt anyway. The distributor I had (Bosch) is for a Pinto and manufactured in 1976 and will be on Ebay soon.

It will get done, though it’s costing a lot more than first thought.

Dom

Summer 2017 Update

The Corsair has been with John at AJ Restorations for 2 months now, however my brief to him was to tinker between his bigger paying jobs to keep the costs down, only thinking it would be a carburettor tweak and a few other bits of tuning to get the car running properly. Well, nothing is ever simple. There are problems with the carburettor possibly having the wrong idler needle and jets but the main issue now is that the distributor appears to have seized in its mounting and won’t turn for adjustment.

Visiting John’s today, I got to chat with Peter who helps out twice a week and is Ford trained from the 1970’s so he is quite familiar with the Corsair. However, the distributor is stuck, seized, no move. The internal weights had seized up too but they free’d off after a good soak with oil. So, the Corsair is looking rather sorry for its self at the moment.

Closer view of the distributor that has been causing a problem
Inlet manifold off the Essex V4 to give better access to the distributor

I also took down the distributor I bought some months back and after taking delivery had a suspicion that it was for another Ford car. It is quite different to the one in the Corsair which is probably a Lucas type and the new old stock one I had was a Bosch. Anyway, it was hard to identify the numbers on the box but John knows a man that can and if isn’t suitable then I should have the right info to re-sell it.

Front End Painted

I got to have a chat with John (and Peter) from AJ Restorations earlier in the week about the Corsair running problems. It has been suggested that the fault could be a burnt out valve (inlet?) causing the back fire and poor running under load. So John will be picking up the Corsair next week to take back to his workshop to run some tests and potentially fix.

As a result, it spurred me on to finish the front valance that John repaired last year. Well, I couldn’t let the car go back having not done as John suggested last September! So over a couple of days I rubbed the filler primer down with 240, 600 and 800 grit wet and dry paper. Then with an acrylic aerosol bought a few months back sprayed over the primer – unfortunately the colour I chose wasn’t a great match (a bit bright) but should at least make the front more water proof and easier to keep clean.

Front end masked for painting
nice and shiney front valance
Sunset Red (Ford) acrylic paint – bit too red
Front end finished

Running problems and carb farts…

On the Saturday (8th April) I fitted a battery to use the fuel pump to suck fresh clean fuel from a fuel can to flush through the pipes, electric pump and in-line filter into a jar. The first wave of fuel was quite dirty, the second was cleaner and then the third batch was better still. The fuel wasn’t wasted – it went straight in to the lawnmower. The original battery was fitted – as the one I initially used didn’t have enough charge to turn the starter over properly. This one eventually fired the engine to life, after a few sluggish turn overs and then ran using fuel from the fuel can still sited on a wooden block at the other end of the car. After being satisfied with the car starting and running for a few minutes it was shut down and then the refurbished fuel tank was refitted with the remnants of the fuel can put in the tank.

On the Sunday a gallon (5 litres) of Tesco Momentum fuel was added – have been “Internet” informed it doesn’t contain ethanol, which can harm old fuel lines and components. With the help of my son, the brakes were re-bled (the system had a slight leak last summer and the reservoir became empty) and another fire up loomed with a test drive.

The test drive was down an access road to a car park, just across the road from my driveway, but it didn’t go to plan and the Corsair cut out as I was about to manouevre the car around at the bottom of the car park to come back! Then the Corsair wouldn’t start, not enough battery juice, at which point my son had been sent down to investigate as my wife couldn’t hear the Corsair’s engine running. We managed to push the car out of the way in the car park and then I jogged back to get the jump leads and the Passat.

The Corsair started fine but would only run for about a minute – so adjustment to the mixture screw enabled the engine to run without dying so quickly but with a fair bit of popping through the carburetor under load or acceleration. At least I could keep it going and drive the Corsair back into it’s garage. Disaster averted, but I’m none the wiser for getting the Corsair to run smoothly.