For anybody that read my post "Hot Running" earlier this year, here is an update. As it turned out "Hot Running" was a misleading title. When I started to put the van back on the road in 2013, I fitted a new thermostat housing/water pump etc complete with new temperature sender. When the van was finally back on the road, the gauge showed that the engine was running hot, I put this down to either running on unleaded or that it had been off the road for 22 years. Hoping to improve things I fitted an additional air scoop (below the original) that goes right back to the rad. This didn't seem to make the difference I had hoped. Having another new gauge and sender in stock, I decided to cover all bases and fitted this. What happened?? the van is now running much cooler,way below hot even on warm days, so I think either the original gauge was faulty or the original sender not matched to it. I also think that the new air scoop is actually making a difference, not only to the running temperature, but also to the under bonnet temperature - helping to keep the carb cooler. Aware of heat soak, vapour lock etc I have also fitted an inline fan that ducts cool air directly onto the carb and is timed to switch off 30 mins after the engine has stopped, I will see if this makes a difference to a hot starting problem.
I have also been having problems with intermittant coughing/misfiring which I am sure is fuel related and thinking 'heat soak/vapour lock at the carb', I tried the suggestion made on the forum i.e. insulating and re routing the fuel line, heat shield etc and this did seem to improve things. Earlier this year we went to Anglesey (120 miles) and the van ran perfectly going but coming back was coughing and misfiring for quite a way. In the hope of curing this I booked onto a rolling road (they usually work on race/rally cars. They first checked timing and ignition, both OK, so they moved onto fuel system and found the readings were very erratic. On running the engine without the air duct they decided the pump jet was too big - pushing too much fuel through, so they fitted a smaller jet and on road testing everything seemed fine. Another trip to Anglesey and back with no problems at all so I thought everything was cured. Unfortunately since then the same problems recurred - fine going but played up coming back. I have taken the carb off and stripped and cleaned all the jets, so we'll see if this has cured the problem. This made me wonder if anybody knows what size jets should be fitted to the Weber. I have fitted an additional inline filter in the past but this seemed to cause problems so I removed it. A happy and trouble-free New Year to you all. Malcolm
I have also been having problems with intermittant coughing/misfiring which I am sure is fuel related and thinking 'heat soak/vapour lock at the carb', I tried the suggestion made on the forum i.e. insulating and re routing the fuel line, heat shield etc and this did seem to improve things. Earlier this year we went to Anglesey (120 miles) and the van ran perfectly going but coming back was coughing and misfiring for quite a way. In the hope of curing this I booked onto a rolling road (they usually work on race/rally cars. They first checked timing and ignition, both OK, so they moved onto fuel system and found the readings were very erratic. On running the engine without the air duct they decided the pump jet was too big - pushing too much fuel through, so they fitted a smaller jet and on road testing everything seemed fine. Another trip to Anglesey and back with no problems at all so I thought everything was cured. Unfortunately since then the same problems recurred - fine going but played up coming back. I have taken the carb off and stripped and cleaned all the jets, so we'll see if this has cured the problem. This made me wonder if anybody knows what size jets should be fitted to the Weber. I have fitted an additional inline filter in the past but this seemed to cause problems so I removed it. A happy and trouble-free New Year to you all. Malcolm
