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.
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.
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?
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.