HELP!!!!!!! I have rebuilt my TR3 engine and it runs like crap. It idles fine(maybe a little rich) but it has no power under load, is way too rich under acceleration, backfires out of the carbs and in the exhaust. To run this car on the road I have to increase the mixture to 28 flats and then of course it is too rich but I do get enough power to run the car. All sparkplugs get light carbon suit, #1, #2, and #3 get wet while #4 usually only gets sooty--plugs get so bad that they need to be cleaned sometimes to even get the engine to start. Carb air flow is balanced. At 12 flats on a warm engine and clean plugs idle is good. After a period of idle, no acceleration, plugs are dry but somewhat sooty.
Let's start with what I know. 1962 TR3 with TR4 liners every thing else is stock. Engine compression is 150,150,150,140. The engine has been statically timed at 4 degrees B4TDC. The slot in the distributor pedestal is in the 5 minutes to 5 position when the #1 piston is at TDC. There does not appear to be any vacuum leaks. Carbs also have been re-built; new throttle shafts bt TRF and I installed gasket kits (several times). Lite oil in piston dampers such that damper pistons meet resistance at around 1/4 inch before top nuts touch threads. Pistons move freely with no interference between needles and jets upon return.
Observations of a troubling nature or observations not explained. (1) Rotor points at number 2 push rod tube when #1 piston is TDC. (2) Distributor points decidely towards head (not parallel to head as usually seen) when timed as described above. A one tooth adjustment of the distributor/speedo gear would change this orientation by 22 1/2 degrees which would be too much. (3) Furthermore, it would appear that rotor is almost beyond contact with the #1 distributor contact at point of ignition. Is this correct and this relationship is not adjustable? (4) Jet return springs (used after choking) do not return jets fully ( I should add however we have been returning them manually for the purposes of these testing). I have not tried to lubricate the jet with petroleum jelly yet. (5) The Cork gland that holds the jet assembly into the body of the carb ( before installation it is 1/4 " high with 1/8" side walls with a 3/4" or 7/8 " ID) had to be tightened very tight to keep gas from leaking and only about 1/16" of this gasket now shows from the outside.
Let's start with what I know. 1962 TR3 with TR4 liners every thing else is stock. Engine compression is 150,150,150,140. The engine has been statically timed at 4 degrees B4TDC. The slot in the distributor pedestal is in the 5 minutes to 5 position when the #1 piston is at TDC. There does not appear to be any vacuum leaks. Carbs also have been re-built; new throttle shafts bt TRF and I installed gasket kits (several times). Lite oil in piston dampers such that damper pistons meet resistance at around 1/4 inch before top nuts touch threads. Pistons move freely with no interference between needles and jets upon return.
Observations of a troubling nature or observations not explained. (1) Rotor points at number 2 push rod tube when #1 piston is TDC. (2) Distributor points decidely towards head (not parallel to head as usually seen) when timed as described above. A one tooth adjustment of the distributor/speedo gear would change this orientation by 22 1/2 degrees which would be too much. (3) Furthermore, it would appear that rotor is almost beyond contact with the #1 distributor contact at point of ignition. Is this correct and this relationship is not adjustable? (4) Jet return springs (used after choking) do not return jets fully ( I should add however we have been returning them manually for the purposes of these testing). I have not tried to lubricate the jet with petroleum jelly yet. (5) The Cork gland that holds the jet assembly into the body of the carb ( before installation it is 1/4 " high with 1/8" side walls with a 3/4" or 7/8 " ID) had to be tightened very tight to keep gas from leaking and only about 1/16" of this gasket now shows from the outside.