Either I give up or I start again with part two.
Continuing with the cooling system plumbing, I managed to pick up the MK1 RH water transfer housing I needed from Stoneleigh. This was drilled and tapped for the 3/4 BSP brass fitting, and both housings have now been bolted to the heads.
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I have quite a few spare fuel injectors, old Range Rover/ Rover SD1 Bosch items. What I need are a matched set, and the flow rates tend to get a bit random with age, so I have made up a test rig which consists of a pump and filter and a set of injectors on an old fuel rail.
These injectors run on 3V not 12V and normally are run through a resistor pack. For the test rig I simply wired two sets of 4 in series so I could do without the resistor. Eight 100ml measuring cylinders bought off ebay are used for the measuring. The injectors are often gummed up with dried out petrol and require a bit of rapid cycling to free them off. This is simply done by brushing the feed wire on the battery terminal which makes the injectors chatter open and shut.
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This was a job that needed to be done outside as I didn't fancy vast amounts of petrol vapour and sparks indoors! To begin with there was about a 10% discrepancy between the greatest and poorest flowing injectors, but a bit of swapping about with other injectors got the difference down to 3%. Since the ports don't all flow identically I shall arrange the best flowing injectors in the best flowing ports like I did on the last engine.
There was a delay of a week or so in car work in the middle of February as Judith and I had a weeks holiday in Tenerife trying out the new tandem paraglider I finally took delivery of a few days before we left. The pictures below shows Judiths feet over the town of Adeje, followed by the landing objective of each flight...... The Bar on the beach! The boardwalk to the top left of the bar is where lots of people stand to watch the paragliders land, not realising they are standing on the runway and we are doing about 15mph about 3 feet off the floor at this point!
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Unfortunately I have had to return to a much colder England. Enthusiasm for getting out in the workshop in these temperatures is somewhat lacking, but I have got round to making up a new set of inlet trumpets. These are Rover items but I have slightly increased the flare in the end by dropping a very large and heavy tractor front loader tine into the end of them a few times. These were then shortened by 2 inches. At the moment I have the overall length of the inlet tract set at about half an inch longer than on the 246bhp engine. I will see how the torque figures compare as I can always shorten them if they don't give better mid range torque.
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