Multi meter - tippex and strobe points changed, set and timed -10mins?

But therin lies the plan......they will owe me big time than ill have a posse of bitches to send to the pump , shops, pit wall etc....


i mean ill have some valued helpers

back up to full quota of drivers, cars assembled and will be on my way this afternoon its the dream team of Me an Ron and for the last few years we have spent more time on other cars rather than on our own.

Its our year for calamity lets hope our Formula beetle drivers are sympathetic to the machine and are not "rumble strip warriors" good position in the 24hrs is about keeping out of trouble as much as it is about speed

I - **cough** - knew that my slightly contentious post would get some serious answers going on this thread...

The weights themselves wear. I don't know what each side should weigh or how much wear is within tolerances, but I do know that they're one of those bits which many people never ever check and that when I changed the points on my old Charleston for the first time, I had a look at the weights and one was missing a fairly hefty chunk of metal where it had worn away. Once i replaced them with a new set, the timing problems disappeared.

relatively quiet in the end

Christian Callander and I built the College boys a new engine from the pile of shrapnel they had created.

turned out to be their fastest engine despite shimming the barrels with old oil controll rings and giving them a 2minute guarantee

then they welded it in as they couldnt work out how to fit front mount bolts or lost them ...one way street that was !

still they finished despite the chaos they had brought upon themselves

Us? we broke a shock( again! avo is not on xmas card list any more), had manifold problems which we managed the whole race, lost a wing and sheared a throttle pedal pivot, replacement unscrewed at start of last hour luckily driver knew what was happening and got it back.

Were you on a Weber? I noticed that there's not enough travel in the cable to fully open a Weber and the last few mm was coming from the 'cable saving' spring on the bulkhead clip. Part of our initial troubles with the second engine in testing were due to a stretched cable which I can only assume was because it was constantly being subjected to a lot of stress. We also suffered a bent throttle pedal towards the end which I assume was down to the same problem. I wonder of that was part of the cause of your broken pedal pivot?

Dont tell everyone, and just shorten the cable outer, more speed less troubles, better position.

nope solex

broke because its been used for too long and thread stripped nut end

Ok so tested the compression on Hetty. Bare in mind this is a 1969 spec M4 - I got 160psi from one side and 170psi from the other. I thought that was quite good.

Should I worry about the 10psi difference?

Sounds quite good for such an oldtimer.

Not too sure about the use of 'bare', mind you... :

ken

right - the post of proof reader is yours ken!

I too was impressed - I thought I'd got the reading wrong! Thinking about it - I should have done a 'wet' test as suggested earlier in this thread. I'm hoping this indicates that the piston rings are ok-ish and the problem lies with the valve stems/guides.

Its such an easy test, it would be great to have a 'compression results' thread to compare between different engines. Although that would probably result in compression related hypochondria!