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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
A spare half hour spent in the garage resulted in fitting the fuel sender with a new seal from my local Ford dealer who said (a while ago) they didn’t have any old stock left… The Ford Corsair Facebook came up with this gem though and somebody quoted the part number (6085380) and sure enough for £1.81 I had a brand new seal. The old one came off without too much drama, then a quick wire brush to clean off the residue of rust and any other dirt.
Sorted, I just need to flush the fuel pipes and fuel pump with clean petrol and then another start up looms…
Another fine day towards the end of March enabled me to get the Corsair up on the ramps. It was after speaking to John (AJ Restorations), last year in August, that he strongly advised that I get the underside of the car Waxoyled or protected in some way. So a birthday present was a Waxoyl pump system. There were mixed reviews on line, but this one seemed to be a new and improved version. I had previously used Waxoyl, but applying it by brush was a messy process as it dripped a lot.
The instructions for the pump set up were a bit basic and not very in depth, so it was trial and error, again. There was the basic fitted nozzle to treat easily accessible, flat panels; a black pipe as per the photo with a squirty nozzle (there was a wide spray nozzle also supplied) for awkward areas and working upwards and then there was a thin transparent pipe for inserting into chassis rails etc. What a messy system I had got my self into.