Never leave the garage in a classic car without any tools onboard! Well, I told this myself a couple of times in the past and I have failed to follow my own guidance a couple of times. After finally getting the dashboard installed another time, I wanted to test how centering the wire wheels improved the previously shaky ride. To my relief it is completely gone. The wheels on a classic car are an important part of the suspension and the new Vredestein Sprint Classic at 2.1 bar make a huge difference.
One thing that did not feel right during the test drive was acceleration. As I will be driving at least 400km on highways to the Eurotunnel this Thursday – I wanted to test a longer drive. But getting onto the Autobahn already did not feel that good. Did you know that we call this part of the road “Beschleunigungsstreifen” (Acceleration Strip) and that you are actually allowed to drive faster than the traffic on the Autobahn itself????
At this point I could not make out what was wrong, but 120km/h was all I could get out of the Morgan. 8km down the road I had a sudden power loss. And even though I thought about it – I did not even have a screwdriver with me. So I call for help. I don’t get sponsored by the ADAC – but if you drive a classic car I have to recommend ADAC Premium The ADAC app should always be installed on your phone and configured -when you need roadside assistance this is something you don’t want to do.
Luckily, I had already done this. The GPS signal spotted me on the right road – but I had to confirm the direction again. 45 minutes later the Morgan was on a flatbed truck – with Premium they take you 100km to wherever you want your car to be dropped off.
My first thought was that I have an issue with the carburettor. Then again: It is not too long ago that this was checked and tuned ad Viktor Günther Motorsport. A quick check of the jets yesterday night did not reveal anything. Spark plugs looked really good and dry: so not a flooding issue. A quick compression test just to be sure – 150 to 160PSI on all 4 cylinder was a good rea
Today after work I decided to checked the entire fuel system again. The Facet Fuel filter was immaculate. The Filter King filter and pressure regulator looked also clean. The Weber 32/34 DFT wants a fuel pressure from the pump in the range of 2.5 to 3.5 psi. It was a bit too high the Morgan – I tuned it down to 3.5 psi. I checked the float and float valve – all clean and working. A quick call with Stephan from the bodyshop – he also confirmed that fuel systems is the right place to search of the root cause.
I did a check of all jets on the Weber last night. Therefore, I thought that they are OK. But today when I took out the main jet I immediately knew: I found the root cause of my issue. A bit of rubber (I assume from cutting the new fuel lines to length) was cloaking up the entire jet. After cleaning this jets and putting everything back together – the engine started right away.
Wheel alignment was also not too difficult with the Gunson Trakride. After driving across the plate – the results where clear that I had too much toe in. Two adjustments later it looked much better. The test drive that followede was accompanied by my wife and worked out well. I also added a small and hidden bracket in the glove box for the mobile phone holder and charger – I will be needing this in the UK I guess.
Back at the garage I tested how I can fit a MGB rear axle into the Morgan – I will drop this one off to receive a Quaiffe LSD in the UK. A visit at Peter Burgess is also planned – so I had to take off the cylinder head of Mildred’s engine. In 36 hours – I will depart for BVAC2023 in the Morgan (24 hours ago I was not sure about this)
Fixing C6622 
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