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!