Since the Corsair spluttered to a halt on the on the driveway back on Christmas Eve, I’ve been tinkering away trying to solve the fault. Testing the fuel pump, checking the points and condenser, rebuilding the carburettor and fiddling with all manner of idle mixture settings, had not made any difference. The Corsair would start, fire on the first turn over then cut out.
Recently, the carburettor had been opened up, double checked and minor adjustments made and it seemed to had done the job when the Corsair was started up and ran for about 2 to 3 mins even when running it from a fuel can before cutting out and then not starting. It seemed that the fuel pump was intermittently working and therefore seen as the problem.
Cue the following week when I ordered and took delivery of a new Huco fuel suction pump from Southern Carburettors. With the new pump fitted I thought to test it by pumping fuel into a jar and remove any air from the system. The pump cut out after a bit of fuel pumped into the jar, but I wondered if the new pump sensed a resistance pressure in the jar that triggered an auto cut off. Anyway, hooked up the fuel line to the carburettor, switched the ignition on for there to be one small click from the fuel pump to pressurise. I started the car, it fired, ran for a couple of seconds and then cut out.
Considering the same occurred on the old pump as well, but that time using a fuel can, I’m certain it is not a fuel blockage in the fuel tank, so now my attention must focus on the fuel pump not getting power after the ignition is switched on.
Could it be the ignition switch? More to follow, I’m sure.
Forever perusing Ebay for those odd elusive items for the Corsair, I came across this petrol tank with the fuel sender for a Corsair way back in November 2017. The seller initially was asking £50 buy it now, so it went on my watch list and then the listing ended without being sold. A week or so later it re-appeared but this time for a £60 buy it now price. Again on my watch list and with a week to go I offered £40 but was countered with a £45 offer that I turned down. Another fortnight leading up to Christmas it came back on again, and then it appeared to have sold a week before its end date.
A short jaunt out in the Corsair on Christmas Eve ended with the car spluttering the last ½ mile home and cutting out on the driveway. A bit of a tinker a few days later couldn’t get it started and I suspected a condenser problem.
Today, I had a whole afternoon to fiddle with the Corsair, after ordering new points and condenser as a back up/ precaution from a local motor factor (Automotive). Tests showed the fuel pump was working fine and that the condenser appeared to be in good order. So my attention turned to the carburettor which was due a rebuild as I had bought new jets a while ago as John from AJ Restoration had suggested.
OK, been a bit quiet of recent as I’ve not made the time to take another look at the carburettor or even have a bit of a tinker. However, I was prompted to make this post as a thank you to a person from my place of work. Now, I’ve done plenty of favour jobs in the past and never sought anything in return. Recently, I have been doing some software tuition with a colleague down a couple of corridors and I was asked my tipple, obviously as a show of thanks for what guidance I had given… being a non drinker I said not to worry maybe a gallon of fuel for the Corsair. So to my utter surprise and amazement on Thursday I was handed this can of fuel even the high octane (more expensive) stuff in a new can too! Thanks Nigel Cook… I think you may have booked yourself a passenger ride when the weather improves.
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.
Some nice weather in mid March and there was a great opportunity to finish off the fuel tank with some more black Hammerite I had left over from previous jobs. All was going great, paint looking nice and drying well in the sunshine, and then I looked inside. The sealant I put in the previous week had begun to peel! Damn! ****! I was well aware that the inside of the tank needed to be ‘bone’ dry, but did I get it dry enough last time?… Obviously not!
The fuel tank was removed a couple of weeks ago when there was a nice spell in the weather and I hadn’t fallen asleep by the Sunday afternoon! It didn’t take long and thankfully there wasn’t much fuel in the tank, about a litre of a translucent brown fluid. Straight after Christmas I bought a fuel tank repair kit, POR-15 on Amazon for about £45, in readiness and to help spur me on.
Reading about the procedure, it was evident that up to 3+ hours was needed for the process of which I used two hours on a nice Thursday afternoon on the 2 March to clean the tank. First it was the ‘Marine Clean’ (1:1 mix with very warm water), however my bubble wrap cover over the fuel sender unit hole was not very good and leaked a fair bit when I was sloshing the fluid mix about. The bubble wrap in the filler neck was fine and when I came to do the ‘Metal Ready’ part I just used duct tape over the sender aperture which was fine and hardly leaked.
Last week – too much of a crap mood to write anything then – I looked at taking the Corsair out for a bit of test drive around the nearby garages/flats access road. While it took a bit to get started, the engine ran lumpy with popping and back firing through the carb, just as before. All I could think of was the fuel was dirty and contaminating the jets and other fine points of the carburettor. A message on Facebook about this and it was suggested that the electrics were at fault, but the other week the engine was running sweet, however the fuel did look dirty in the carb float chamber. So I have decided to remove the fuel tank (at some point), clean it best as I can and flush through the fuel lines, filter and pump, clean the carburettor (again) and hope this will solve the carburettor set up problems. I have also bought a NOS Motorcraft distributor, but upon closer inspection suspect it is for a Pinto (Ford) rather than for Essex V4.
I will get on to it when I feel like it and I need to buy a cleaning agent for the fuel tank.