dirty side of the filter, which acted as one half of a crude form of crankcase ventilation, the other half being an open tube hanging down from the front tappet chest cover. Over the last 5/10 years I have taken on the repair and maintenance of my daily car and this has become a hobby - the E type is proving to be an altogether different challenge but extremely satisfying and rewarding to get right. Initially, on 18G and GA engines without positive crankcase ventilation, there was a hose leading from a port on the rocker cover to the base of the front air cleaner, on the outside i.e. On another subject (rear wheel bearings) there is a little play - not enough to fail the MOT, on reading up what needs to be done and observing the quantity of 'end float' shims available - helps one to appreciate how back in the day when you visited your garage one would have the work done by a 'Motor Engineer' where as these days it is more of a 'fitting exercise' as very little or no tolerance exists in the modern motor car. The engine note is far more consistent/even but feel there are still further gains to be found further round the power band as it starts to feel a bit flat around the 3500 rpm mark (or I've become used to fuel injection). At the end of the day it was to understand that every aspect has to be accurate and consistent as gains were made in adjusting the float levels but the biggest factor was around the position of the needles in the pistons. It took a couple of attempts to get my thinking into harness. The carbs were thoroughly stripped, cleaned and reassembled with a repair kit from Burlens including new jets and floats any comments or tips please as it would seem to be the carbs and not the timing seeing as how one of the carbs is responding?Īs always many thanks to you all for the tips and advice. By lifting the carb piston nearest the bulkhead it responded by increasing momentarily which indicates the correct mixture, the middle carb had a tendency to slow down indicating a weak mix but sounded more unhealthy when adjusting to a richer setting. This seems to be the first stage, but the exhaust note was unhappy - rather uneven. Set the fast running adjuster to around 700 revs with equal air intake between them. Tool for Diesel Smoke Analyser - Simple Test Read Levels Same technology as MOT. Set the fuel adjusting screw with throat - level with bridge before screwing down 2.5 turns. Emission Tester Exhaust Gastester Co-Tester Gunson G4125.
GUNSON GASTESTER MK2 FULL
I set the slow running adjuster by screwing right down before backing up with two full turns. So - i went home read the instructions and used the GUNSONS. However -last years MOT (1999) the station said my fuel mix was very rich.
GUNSON GASTESTER MK2 MANUAL
I tried last evening to adjust the carbs for fuelling.įollowing the workshop manual I did a static set up of the timing 10o btdc. Some years ago ibought a Gunson CO meter -the balck plastic box unit -it was on sale and I never ever bothered to use it.