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bunkhouse

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Everything posted by bunkhouse

  1. bunkhouse
    It would seem that the air filters are at fault. If that's true they have to be affecting the carbs in some way. Engine off, lift both carb pistons to the top. There should be considerable resistance but it should feel even. No lumps or bumps. Now let them drop at the same time. They should both hit the bottom with an audible clunk at close to the same time. If the drop rate is substantially different, swap the pistons and test again. The other drop test, tests the rising rate. Remove the domes and pistons. Tape (masking) all the holes in the bottom of the pistons. Place the domes upside down resting in the tops of something like coffee cups. Place both pistons in the domes at the top (equal heights) and drop them at the same time. If the drop rates are substantially different, swap the pistons and test them again.
  2. bunkhouse
    Pull a spark plug or two and report back about the color. Pics are better.
  3. bunkhouse
    I believe is was called a differential counterweight. It's purpose was to lessen or eliminate the clunk when the front of the differential raises during acceleration.
  4. bunkhouse
    The next thing I'd check is the float levels. The fuel level should be 3/8" below the carb bridge. That's 9.52 mms. The nozzle adjustment screw raises or lowers the nozzle 1 mm per turn. Remove the domes and pistons, raise the nozzles up to the top and lower them 9 1/2 turns. The proper fuel level should be at the top of the nozzle give or take a half a turn.
  5. bunkhouse
    I don't have any recommendations but what are the fuel delivery issues?
  6. bunkhouse
    I use a 3'-4' piece of garden hose as a stethoscope. You'll be able to poke it into tight areas while holding it to one ear and pinpoint the sound. I noticed the transmission twitching in unison with the click clack noise. Be sure to check that for the source of the problem.
  7. bunkhouse
    Which carbs does it have on it now? Flat tops or round tops and what seems to be the problem?
  8. bunkhouse
    A few more questions. Was the throttle wide open during the test? All the spark plugs out? Screw-in connection on the gauge or rubber cone? Rubber hose used on the gauge and the length vs. metal tubing? Did you turn the engine over until the highest reading was obtained? I'd like to see it somewhere in the 165-170 range but 160ish is darned close and any, or a combination of the variables mentioned above could lower the readings slightly. Also I'm not an expert on all the compression ratios throughout the years. Were any of the cylinders considerably lower than the others is what you really want to know. If all the cylinders are within 10% of each other I'd look elsewhere for the oil consumption. The valve guide seals are notorious for going bad and fouling plugs.
  9. bunkhouse
    Before you assume it needs a complete rebuild, know that these blocks last a long time. I've seen these engines with over 100,000 miles and the bore hone marks are still visible. A common cause of excess oil usage, aside from leaks, is bad valve guide seals. These can be replaced without removing the head or cam. Have you re-checked the valve lash and done a wet and dry compression test to confirm it needs a rebuild?
  10. bunkhouse
    Did you hold the throttle wide open during the tests? If not, retest and turn the engine over throttle wide open, until the c. gauge needle doesn't go any higher. Then put a tablespoon or so of oil in each cylinder and retest. If the compression raises significantly during the wet test, it means the compression is escaping past the rings. If the compression stays about the same the problem is in the valves.
  11. bunkhouse
    A quick test for water in the oil is put one drop of the oil on hot (+ 212 f. ) metal. A hot exhaust manifold will work, If the drop of oil smokes, it's pure oil. If it smokes and sizzles, the sizzle is caused by water.
  12. bunkhouse
    I'd start with a compression test. and check the spark plugs for water fouling. I'm not familiar with the term "bag of spanners" but I'm going to assume it's not a good thing and there is a lot of valve lash noise as well as poor running. It would be a good idea to reset the valve lash prior to the compression test.
  13. bunkhouse
    Get rid of any and all rust ASAP and keep an eye on any new spots. The sheet metal on these cars is thin and it doesn't take long for rust to eat holes in it. Beautiful Z. 1970 0r 71? It's identical to my first Z, right down to the wheels. If you're going to leave it stock checkout classiczcars.com. They tend to focus on original equipment and problems.
  14. bunkhouse
    Check over at classiczcars.com. There are many people over there that help with stock 280 injection problems.
  15. bunkhouse
    Next time you fire it up watch the carb pistons to see if they raise to the same height.
  16. bunkhouse
    Raise both pistons with your fingers and let them drop. You should feel considerable resistance when raising them and they should both fall at the same rate and hit bottom at nearly same time.
  17. bunkhouse
    Two interesting problems. Plugs are black, idle is too high. Jonbill is correct about too much air causing the high idle and it must be getting too much fuel judging by the plug color. Describe your carb rebuild. What did you take apart and reassemble? Did you interchange any parts from one carb to the other?
  18. bunkhouse
    A pic of the firewall VIN from the inside would confirm the originality. The inside is rarely finished as well as the outside when the VIN had been changed.
  19. bunkhouse
    I'd use a voltmeter and search through the circuits in the fuse block.
  20. bunkhouse
    What needles are you using and have you set the float levels. The float level is the primary mixture adjustment.
  21. bunkhouse
    It looks new. The only thing I can think of related to your work is the trans. input shaft bushing located in the center of the flywheel.
  22. bunkhouse
    Do you feel the shake in the steering wheel or your butt? Trying to isolate the problem. Front or rear.
  23. bunkhouse
    I always found the S30 suspension to be very predictable. A Sunbeam Tiger was a handful and defines snap oversteer to me.
  24. bunkhouse
    classiczcars.com
  25. bunkhouse
    quickanddirtysutuning/classiczcars will get you running. The folks over at ClassicZCars are still using these carbs, even the flat tops.
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