Well since I have got back from Stoneleigh I have done a few jobs....after the frantic work the week before the show it was nice to have a rest.
The temp gauge has been sorted by fitting the 32mm adaptor from Rally Design. Only down point on this item was the fact there was no allowance for an earth, so I drilled a small hole and put a self tapper into it. Adaptor was fitted into the top hose with the Pinto temp sender. Run out the weekend showed the gauge sat nicely in the middle of its span.
Also dealt with the speedo. Drilled a 25mm hole just forward of the original one in the drivers side of the tunnel...once I had removed carpet, false floor, etc! I didn't build it to come apart..... Cable clipped back into gearbox and the speedo was working again. Just need to suss out the alternator light wiring to stop it being on all the time.
Next job is to refit the boot, tidy up the engine bay wiring and fit an expansion tank. Have also just received some 32mm silicone top hoses and a new windscreen washer bottle which will be fitted shortly.
Wednesday 13 May 2009
Monday 4 May 2009
Stoneleigh here I come.....
Saturday was a frantic days work to correct/finish all the interim jobs.
First off was the carbs. Now the TPS was wired correctly I centered my attentions on drilling out the jets to help the running. I went for 150 size (1.5mm) - standard is 95. Web research suggested most run at around 160 - 170 main jets, so I thought starting at 150 would give some leaway. (I subsequently learnt from Chris at Trigger Wheels if you over drill the jets you can fill them with solder and have another go!)
While I had them off I examined the de-icing system on the base of the carbs and realised it ws letting air into the carbs, so I blanked these off. I also connected the pipes which appeared to be for carb balancing (two carbs already joined, one blanked off, and one open) to seal off any other leaks.
Popping them back on the car an a quick test and it ran as sweet as a nut - pulled apart the balacing pipes and it chuffed air like a steam train!
Next job was connecting the engine sensors. First up was tacho. Straight into the back of the megajolt and straight away had a rev counter! The oil pressure switch was again straight forward (sensor under the carbs) as is just a single switch. The water temperature sensor is i the thermostat housing and has two wires. Looking at the wiring diagram it looked like one was earth and one sent the signal. I hooked this up and the temp guage started to move.
Next up was sorting the bonnet. I made a card template of the slot I was going to have to cut for the exhaust, then drew this onto masking tape on the side of the bonnet. I cut away about 80% of the template line to allow for final jiggling.
I then set the catch down to its original position, and with a couple of hours jiggling I had the bonnet shutting. I extended the exhaust clamp which clips into the bonnet catch, spaced out the bonnet strengther, and trimmed away a small amount of the central flange to clear the cam belt cover. Then bonnet sits about the same at the edges, but slightly higher in the middle than with the Pinto engine.
I then finished off a few odd jobs - torqued up the propshaft bolts, tidied up the gearbox mount, put the alternator belt back on properly - it had moved across the grooves on the idler pulley.
Whizzed out for a quick test run with no faults showing up, except the temp guage didn't move all the way up - not even reaching cold, so I chucked a bucket of water over it. Matt then turned up and we had a look at the temp guage problem. Came to light these later Zetec's had one sensor which talked to the ECU, then that spoke to the guage - therefore it was sending the wrong signal for the guage to work.
So the next day (Sunday) I was up early for our run to Stoneleigh. Key in the ignition...nothing. ARRRGHHHHH!!!!! Could not believe it. Battery must be flat. Whipped bonnet up, then decided to check battery voltage - 12.5v. Must be something else. Looked into the engine bay and noticed the lead had come off the battery. Whipped a nut off another starter, bingo.... Off we went.
Run to Stoneleigh was uneventful - i.e. no breakdowns - but had a whiff of oil mist in the cockpit. Re-routed the vent pipes for the way home (must fit a proper breather tank) and all was fine. Ordered a 32mm diameter temp guage unit which goes in the top hose and should accept the sender from the Pinto, so the guage should read fine.
Just all those little finishing jobs to do now!
First off was the carbs. Now the TPS was wired correctly I centered my attentions on drilling out the jets to help the running. I went for 150 size (1.5mm) - standard is 95. Web research suggested most run at around 160 - 170 main jets, so I thought starting at 150 would give some leaway. (I subsequently learnt from Chris at Trigger Wheels if you over drill the jets you can fill them with solder and have another go!)
While I had them off I examined the de-icing system on the base of the carbs and realised it ws letting air into the carbs, so I blanked these off. I also connected the pipes which appeared to be for carb balancing (two carbs already joined, one blanked off, and one open) to seal off any other leaks.
Popping them back on the car an a quick test and it ran as sweet as a nut - pulled apart the balacing pipes and it chuffed air like a steam train!
Next job was connecting the engine sensors. First up was tacho. Straight into the back of the megajolt and straight away had a rev counter! The oil pressure switch was again straight forward (sensor under the carbs) as is just a single switch. The water temperature sensor is i the thermostat housing and has two wires. Looking at the wiring diagram it looked like one was earth and one sent the signal. I hooked this up and the temp guage started to move.
Next up was sorting the bonnet. I made a card template of the slot I was going to have to cut for the exhaust, then drew this onto masking tape on the side of the bonnet. I cut away about 80% of the template line to allow for final jiggling.
I then set the catch down to its original position, and with a couple of hours jiggling I had the bonnet shutting. I extended the exhaust clamp which clips into the bonnet catch, spaced out the bonnet strengther, and trimmed away a small amount of the central flange to clear the cam belt cover. Then bonnet sits about the same at the edges, but slightly higher in the middle than with the Pinto engine.
I then finished off a few odd jobs - torqued up the propshaft bolts, tidied up the gearbox mount, put the alternator belt back on properly - it had moved across the grooves on the idler pulley.
Whizzed out for a quick test run with no faults showing up, except the temp guage didn't move all the way up - not even reaching cold, so I chucked a bucket of water over it. Matt then turned up and we had a look at the temp guage problem. Came to light these later Zetec's had one sensor which talked to the ECU, then that spoke to the guage - therefore it was sending the wrong signal for the guage to work.
So the next day (Sunday) I was up early for our run to Stoneleigh. Key in the ignition...nothing. ARRRGHHHHH!!!!! Could not believe it. Battery must be flat. Whipped bonnet up, then decided to check battery voltage - 12.5v. Must be something else. Looked into the engine bay and noticed the lead had come off the battery. Whipped a nut off another starter, bingo.... Off we went.
Run to Stoneleigh was uneventful - i.e. no breakdowns - but had a whiff of oil mist in the cockpit. Re-routed the vent pipes for the way home (must fit a proper breather tank) and all was fine. Ordered a 32mm diameter temp guage unit which goes in the top hose and should accept the sender from the Pinto, so the guage should read fine.
Just all those little finishing jobs to do now!
Friday 1 May 2009
It's alive...
Well had a big push this week and the zetec heart is alive!
Last night was a wiring frenzy, when a neighbour came round and hooked up the fuel pump and edis ignition unit. Amazingly the car fired straight away - a shock all round. We went on to do the Megajolt and that seemed to improve the running.
Some frantic activity bleeding the brakes, bolting up the exhaust, making a throttle cable, filling with coolant, finding leaks, refilling with coolant, cutting and fitting the bonnet and I went off to get it MOT'd. Problem was the tickover had gradually increased, and by the time I arrived at the MOT station it was ticking over at around 3 - 4000 rpm. There was no way I could get it through like that, so the MOT was rearranged for later in the day.
A quick investigation brought to light that the jubilee clip holding one of the carbs on was resting against the throttle linkage. This was quickly rectified and I returned later for the MOT. The CO reading was quite low as I have not drilled out the main jets yet, but at least it was a past.
Much above tickover the car was not running well. With the assistance of Matt from Apple County kits and a borrowed laptop we discovered the TPS had been wired back to front - the Megajolt thought it was at full throttle when closed, and was retarding the ignition accordingly! Doh. A quick swap round made it run better, but think it needs the jets drilling out for full effect.
Last night was a wiring frenzy, when a neighbour came round and hooked up the fuel pump and edis ignition unit. Amazingly the car fired straight away - a shock all round. We went on to do the Megajolt and that seemed to improve the running.
Some frantic activity bleeding the brakes, bolting up the exhaust, making a throttle cable, filling with coolant, finding leaks, refilling with coolant, cutting and fitting the bonnet and I went off to get it MOT'd. Problem was the tickover had gradually increased, and by the time I arrived at the MOT station it was ticking over at around 3 - 4000 rpm. There was no way I could get it through like that, so the MOT was rearranged for later in the day.
A quick investigation brought to light that the jubilee clip holding one of the carbs on was resting against the throttle linkage. This was quickly rectified and I returned later for the MOT. The CO reading was quite low as I have not drilled out the main jets yet, but at least it was a past.
Much above tickover the car was not running well. With the assistance of Matt from Apple County kits and a borrowed laptop we discovered the TPS had been wired back to front - the Megajolt thought it was at full throttle when closed, and was retarding the ignition accordingly! Doh. A quick swap round made it run better, but think it needs the jets drilling out for full effect.
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