High Hydrocarbons

Belts, Plugs, Filters, Fuels, Oils, additives etc..... Told you this might morph into servicing and service items.

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Hawaiis0
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Posts: 3272
Joined: Sun Jun 30, 2013 18:39
Model: Excel SA No 3
Colour: BRG
Year: 1986
Location: West Oxfordshire

Re: High Hydrocarbons

Post by Hawaiis0 »

Get a replacement . Repairs last as long as a box of quality streets on Christmas day.
Umm! What to do next?

KLM
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Posts: 150
Joined: Fri Aug 21, 2009 18:59

Re: High Hydrocarbons

Post by KLM »

I agree, I've been reading up on people who have used various techniques of repair and most say get it replaced. so I will ring eurocarb on Monday.

I do have a set of throttle bodies and fuel rail in my garage though but I think I still need the car mobile if I was going to fully convert it, I mean I couldn't do it as I don't have the knowledge.

KLM
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Joined: Fri Aug 21, 2009 18:59

Re: High Hydrocarbons

Post by KLM »

I have taken another look at the cam timing today, the pictures I took on page 1 showing the cams slightly out, well I used a ruler across the centre's and the timing marks are still out. so I am going to get the cam belt replaced early in the new year.

I have found out that low co and high hydros are a result of either an intake leak or timing is out. I have been round the intake system with wd40 and checked everything twice. I am also back on mapped ignition which was set before the last cam belt change and was perfect so im struggling to see how a map would be out.

so I am really hoping that getting them cams lined up properly will resolve my issue.

KLM
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Joined: Fri Aug 21, 2009 18:59

Re: High Hydrocarbons

Post by KLM »

I have an update.

i was not happy with the cam timing that you could see in the photo's. that cambelt was fitted by the garage that rebuilt my engine, before they touched the car the cam sprockets used to line up perfectly, so i really wanted to get that cambelt changed. i decided to ask my go to mot station if he wanted to take on the job, he said yes and i sourced the belt and tensioner bearing. (belt from lotusbits, bearing from Gary Kemp, both ordered via theyre ebay shops and arrived within a week, £60 each ).

The garage fitted new belt and they charged 3hrs @£60 ph, although i was told it did take the mechanic nearly all day :shock: apparently he struggled with access.

Anyway the cam sprockets are much closer aligned now.

after the cambelt went on he fired up the gas analyser. and wow, co was 1.8 and hydrocarbons were now 230 from a co of 3.5 max and hydro of 1200.

so as you can imagine i am very happy that that issue is now resolved.

one more thing.

i have mapped ignition, and i was told that the vacuum piped on the carbs could be removed and blanked off, is that correct ?

Pete Boole
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Posts: 2412
Joined: Tue Apr 04, 2006 21:28
Model: Elite
Colour: Monaco White
Year: 1974
Location: Nottingham

Re: High Hydrocarbons

Post by Pete Boole »

Wow - those differences are incredible! I wouldn't have thought it could make that much difference. Thanks for the update :D

Pete

richardw
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Posts: 1512
Joined: Wed Feb 06, 2013 15:06
Model: Elite S2.2 Automatic
Colour: Essex Blue
Year: 1981
Location: Worcestershire

Re: High Hydrocarbons

Post by richardw »

KLM wrote:
Mon Feb 01, 2021 10:39


i have mapped ignition, and i was told that the vacuum piped on the carbs could be removed and blanked off, is that correct ?
Almost certainly yes. Could you advise what ignition system you are using - I guess it’s not distributor based as you have a trigger wheel.

Richard
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KLM
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Joined: Fri Aug 21, 2009 18:59

Re: High Hydrocarbons

Post by KLM »

Hi

i used a place near me call efi-parts.com, he specialises in ecu's ect. when i went to him he said he didn't normally do what i was asking, but he did it anyway and tbh he was fantastic. he recommended a adaptronics e420d for my price range as it had more functions if i went full efi. he made a custom loom with the fuel injection side for future use, he made a custom coil pack bracket, He has his own rolling road, which we used to try different idle jet size and main jet sizes. so he supplied and fitted the ecu/loom, trigger wheel, crank sensor and bracket, its a ford wasted spark coil pack . he also made all the ignition leads, and he also made a custom trigger wheel with some special bolt so that i could use my original crank pully. it was incredible the lenghs he went to especially for the price i supplied the tps from eurocarb, he then mapped it all . and then he knocked off £100 from the original quote of £1300. unfortunately he does not do conversions like mine anymore ( lol i wonder why )

Hpwever he is still in business and you can buy pretty much everything you need from his website.

moving onto the jet sizes , as i have just mentioned we spent an extra hour on the rolling road seeing what difference various different sizes of idle and main jets made. this was on my engine before the rebuild, however the engine builder once he had dismantled it mentioned it was actually in really good condition and looked to have done about 50k. so the 55 idles jets had a flat spot around 2.k revs as many here will know. the 58's improved this, 60's did not do anything above the 58's. Main jets are 135 standard then i think the next size is 138's i wanted to see if having just gone mapped ignition, what difference bigger main jets made. they made no more hp but increased fueling so it went back to 135's.

richardw
Senior Poster
Posts: 1512
Joined: Wed Feb 06, 2013 15:06
Model: Elite S2.2 Automatic
Colour: Essex Blue
Year: 1981
Location: Worcestershire

Re: High Hydrocarbons

Post by richardw »

Very interesting! Had not come across adaptronics before but it looks a decent setup. Good feedback on the different jet sizes and their impact.

I can’t find documentation on the ecu that talks about vacuum. Where does your vacuum pipe end up? Presumably the distributor has been removed so I’d imagine your installer will have blanked it off anyway otherwise your rolling road tuning would have been all over the place. I think the vacuum system on the Excel SE does a few things as well as timing advance so it may be best just to leave the end that used to connect to the distributor secured and blanked.

Cheers, Richard
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KLM
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Joined: Fri Aug 21, 2009 18:59

Re: High Hydrocarbons

Post by KLM »

Hi

i actually left the distributer in place and the coil, 2 reasons, firstly removing the distributor requires a blanking plate and secondly and most importantly , if anything on the ecu side goes i can just re-route the ht leads and be on my way again, so the vacuum system is just the same as standard but the distributor isnt doing anything .

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