Being somewhat dismayed with life and other things, I had left the Corsair well alone – there was no need to involve it in any work, feeling the way I was. Typically though, the weather had been extremely nice from the first May Bank Holiday weekend with it still continuing to be hot and sunny, including today, the day I finally ran out of excuses not to do something for the Corsair. So, feeling brighter and more confident with myself, I chose to use the day to clean up the spare fuel tank I bought way back in February.
Chasing the electrical fault recently, led me to Youtube to teach me how to use my multimeter properly. With the new found wisdom I tested the coil. I got a low reading of 1.6 ohms on the Primary circuit (between the – and + posts) which should have been 3 ohms or more. On the secondary circuit, the one that goes to the distributor, the reading was 1, meaning there was a fault or the coil was dead.
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.
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?
Thanks for viewing.
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.