just a little miss
Created by: KimB
Orig. Posting Date | User Name | Edit Date |
Oct 21, 2020 01:58PM | Dan Moffet | |
Oct 21, 2020 09:13AM | KimB | |
Oct 18, 2020 12:13PM | Dan Moffet | |
Oct 18, 2020 09:58AM | KimB |
Total posts: 9528
Last post: Mar 27, 2024 Member since:Aug 14, 2002
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The next step for me would be to check the dwell and timing.
When you check dwell (a dwell meter is more accurate than setting gap) check the condition of the points themselves. Both contact surfaces sides should be smooth, shiny and line up. If you see a tooth of metal on one contact and a corresponding notch in the other (spark metal transfer), you probably need an new condenser as well. Points can be cleaned up with crocus cloth, an extremely fine abrasive paper. Ideally they should have a mirror finish. If you change points, change the condenser at the same time.
Check the vacuum advance moves under finger pressure. The vacuum line is very tiny to minimize the internal volume for best response.
Timing should be set with the vacuum advance disconnected and capped/plugged at the carbs. Use the prescribed rpm for your engine and dizzy.
Assuming your mixture is correct, a tired coil may not be providing a strong enough spark, compromising combustion. Check the wire connections are clean and tight as a start, as well as your high tension leads.
When you check dwell (a dwell meter is more accurate than setting gap) check the condition of the points themselves. Both contact surfaces sides should be smooth, shiny and line up. If you see a tooth of metal on one contact and a corresponding notch in the other (spark metal transfer), you probably need an new condenser as well. Points can be cleaned up with crocus cloth, an extremely fine abrasive paper. Ideally they should have a mirror finish. If you change points, change the condenser at the same time.
Check the vacuum advance moves under finger pressure. The vacuum line is very tiny to minimize the internal volume for best response.
Timing should be set with the vacuum advance disconnected and capped/plugged at the carbs. Use the prescribed rpm for your engine and dizzy.
Assuming your mixture is correct, a tired coil may not be providing a strong enough spark, compromising combustion. Check the wire connections are clean and tight as a start, as well as your high tension leads.
.
"Hang on a minute lads....I've got a great idea."
Total posts: 100
Last post: Feb 1, 2024 Member since:Mar 5, 2019
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Thanks Dan
Cleaned the bowls and the fresh gas is working itself through. That appears to have been 90% of it.
Running much better- still the occasional stumble but not at all bad. Guess I just need to commit to driving it more....
Kim
Cleaned the bowls and the fresh gas is working itself through. That appears to have been 90% of it.
Running much better- still the occasional stumble but not at all bad. Guess I just need to commit to driving it more....
Kim
Total posts: 9528
Last post: Mar 27, 2024 Member since:Aug 14, 2002
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Cars in Garage: 0
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I'd vote for stale gas and possibly dirt in a fuel bowl. Check also that the choke mechanism is fully releasing, allowing the jets to come up to running position.
.
"Hang on a minute lads....I've got a great idea."
Total posts: 100
Last post: Feb 1, 2024 Member since:Mar 5, 2019
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850 dual 1-1/4. Sat for a couple months over summer. Ran fine before the summer break. Starts great, idles fine but 'bucks' a bit under acceleration. Note can rev without load fine. Holds speed (speed being a relative term) fine once there. Can hear fuel pump click and come up to pressure at start. Dashpots have oil. plugs are sootier than I would like but all are even and not oily (cleaned and gapped when I pulled them). Have added fresh gas. Distributor is a 25D with a vacuum advance-tiny vacuum hose no obvious leaks. Stock coil. Dirty jets?, points/condenser? advance?, timing? stale fuel yet to work through? Fuel filter? any/all of the above - so what is most likely and I'll start there.
Thanks
Kim
Morris 850 Mk1
Thanks
Kim
Morris 850 Mk1