Tuesday, September 28, 2010

Even more progress

Sunday saw some more done on Bugly's engine. The timing was checked with a timing light and found to be steady at 5 degrees before TDC. The good book says 7.5 degrees, so a little tweak brought it spot-on.

I also had a slight fuel leak at the bottom of the Solex 30-AHG carburettor, so I removed it and stripped it down. Lots of jets and screws and things, but pretty basic all the same. I noticed that the float needle valve was sticking, and wouldn't shut off properly. A hit with the compressed air and operating it open and closed a few times brought it right. This would most likely have been most of my problem.

The carby was reassembled and reinstalled, and the volume control screw opemed 3/4 of a turn (this figure is not written anywhere, it came from the archive section of the memory banks and may or may not be correct. It just rang a bell is all!)

I started up Bugly again, and adjusted the idle speed ... it was running a tad fast. The fuel leak seems to be OK now. Just one remaining job to do "under the bonnet" and that is to fix a slight leak where the exhaust flange is clamped to the manifold. That's a job I'll leave for "Ron" ... later ron.

Saturday, September 25, 2010

Well ... didn't expect this!

I continued with Bugly's fuel modifications today. I ran a new hot wire to the pump, and connected an earth wire. I drained the petrol tank, and it was quite clean, just a bit of debris in the bottom of the bucket afterwards. Fuel back into the tank.

Then ... the moment of truth! Without the radiator installed, I started up and ran Bugly for about half a minute to 'run in' the new water pump seal. BUT WAIT! While running, there was quite a clatter heard and a vibration felt. With the new engine and gearbox mounts, everything is now sitting up higher, and the generator pulley was just touching the cross-shaft of the accelerator. I should have picked this up earlier, as the photos a couple of posts ago of the new water pump clearly shows the shaft pretty close to the generator pulley!

Simple fix though - unbolted the accelerator pedal bracket and slipped a galvanised washer under each bolt before tightening it up again. Now there is just enough clearance to miss the generator. Problem solved!

Thursday, September 23, 2010

New fuel pump and pre-filter


I fitted the new SU fuel pump to Bugly this afternoon, and also fitted an in-line Cooper WZ14 fuel filter. I had noticed that the old SU pump had a gauze filter on the bottom of the pump, and the fuel line to the carburettor also had a filter screen at the carby. Both were full of crud and debris, which made me decide to fit the in-line filter. Far better to remove this debris BEFORE it gets to the pump and carby.

I cut the 8mm (5/16") OD steel fuel line about 100mm before the fuel pump and connected a piece of rubber fuel hose to each section of pipe, clamping the hoses with 8mm spring clamps. Next I mounted the filter under and in front of the fuel pump, and connected the hose to it. In this location, the filter sits under the panel which crosses above the radiator and hides the engine and fuel pump. It keeps the plastic filter away from the heat of the exhaust, and may easily be serviced once the front grille panel is removed from Bugly.

A purist may say that I no longer have the fuel rising all the way to the fuel pump, as it falls back down to the filter. As the pump is a diaphragm pump, I think it should still lift the fuel OK. The next task before I test it all is to drain the fuel from the fuel tank and check this too for cleanliness. After all, don't want to clog up the new filter straight away!

The strange article above the fuel pump is the back (front?) end of my Donaldson air cleaner, and the rubber elbows connecting it to the carby air intake.

Tuesday, September 14, 2010

The fuel pump has arrived!


All the way from the UK! The new SU AUA25EN fuel pump is here, so as soon as I have some time I will fit it to Bugly. I will also fit an in-line disposable fuel filter in the fuel line below the fuel pump, as otherwise I am totally reliant on the little filter screen in the SU pump. I'd prefer to filter the fuel and remove any solids BEFORE they get to the pump!

Wednesday, September 8, 2010

The J, J/B & 101 Register website has been updated

Follow the link to the new J, J/B and 101 Register website now! What an amazing transformation!

The intent of this website is to capture a picture and details of all known Morris J, J/B and Austin 101 commercial vans known to still exist ... a marathon task indeed, but well worthy of this particular marque! And yes, Bugly is already listed on the site as a 1958 Morris JB van. Today's challenge, should you decide to accept it, is "find Bugly!"

Congratulations Harvey and the team on the new-look website!

Saturday, September 4, 2010

New fuel pump ordered

I was still unsure if Bugly's SU fuel pump was a high- or low-pressure pump, so I have ordered a new AUA25EN pump from "The SU Carburetter Company" at http://www.sucarb.co.uk. Price GBP-105.00 which included GBP-25.00 postage. I added a replacement cap for the broken one on Bugly, plus three filter plug fibre washers too for a further GBP-3.90. All up, A$192.00 which I though was OK, and cheaper than I could have bought it in Australia. The AUA25 is the standard pump, but the AUA25EN is (E)lectronic as opposed to the normal contact type, and is (N)egative earth.

What worried me was that it looked like the carburettor had been flooding in the past, and this is a sure sign of an incorrect high-pressure pump fitted. The SU high-pressure pumps are designed to be fitted just outside the fuel tank, and require the higher pressure to pump the head of fuel to the carburettor. The low-pressure pump is designed to be mounted within 150mm below the carburettor, and therefore require a much less delivery pressure. They are 'pullers' rather than 'pushers'.

If the high-pressure pump is fitted at the carburettor end, there is a danger of over-pressurising the carb with fuel, resulting in flooding and a potential for fire. This I certainly DON'T want! So I erred on the side of caution. If one day I check the pressure on the existing pump and find it is low-pressure, at least I'll have a spare.