Just like the Triumph I find the same aspects of 'tune' being out on 100's of classic cars. I often tell clients that the good news is that it must have quite a healthy 'heart/engine' to still run and be able to put up with being so far out of tune and still perform to some degree. The best part is that when put right, it's going to get much much better too. Likewise for the fuelling, people don't seem to understand just how much different modern fuel is to that when some classics were built. Amongst the vast amounts of bad information which gets recycled over and over, people only look at octane values of fuel and seem to forget about the actual calorific energy within the fuel along side the octane. Newton was a pretty smart cookie, and he pretty much told us that we can't create energy....we can only change it from one form to another.
Yet More happy customers . Well done Mr Dodd ,luv watching you vids , gonna get you to look at my mini in the new year., as you are a very knowledgable man (problem is my mini is fitted with twin Delorto carbs) . Willing to change to SU carbs though ,to get the car running right 👍👍👍👍
Decades ago I used to tune up the 4 carbs on a Dolomite Sprint. They were renowned for being quirky. Tune it, get it going like a rocket. Balanced smooth as could be. Next day. Can you just readjust it please. Despite being tight etc, the linkage would go out. Just a little adjust, and all good until the next tune up.
@@susanhenderson2322 It was many decades ago... But I am not senile, and 4 Stromberg's on a chrome yellow Dolomite sprint In West Ken Estate is not a figment of my imagination. So you know more about the servicing than I do without being there. Amazing. I may have worked on many cars, but This one was unforgettable. Being it was decades ago, I did have a carb flow meter, but I used to use a 3/4 internal diameter length of pipe to listen to the airflow, Then double check with the Meter. Pretty too damn clever by far Mam.
@@capnpugwash5403 capnpugwash5403, dolly sprint came from factory with 2 SU carbs, broadsheet modified had 2 webber side drafts either 40s or 45s depending on which stage of tune it had, I worked on factory stock and rally versions, I may be old but not senile yet.
Presumably the 1300 cc Triumph ohv engine is basically the same to tune as a 1275 A series… just reversed manifolds and ancilliaries ! Interesting that the 1300 variant only survived in production with the basic Dolomite (via the Toledo)… the 1500 definitely took over from the mid 70s.
The spring is the first thing you change before tuning starts, as it’s a symbiotic relationship with the needle. The oil in the last thing you change as it has a symbiotic relation while with the spring and needle combination.
Had the fast road had twin carbs you would not have needed the yellow spring right? This was only because it was on the small side? Or am I wrong? Thanks
@@ACDodd great slowly trying to understand from your videos. The spring think has virtually nothing written online. Do you select from experience or from measurement? I find a stronger spring stops rich blogging down but seem less responsive
Just like the Triumph I find the same aspects of 'tune' being out on 100's of classic cars. I often tell clients that the good news is that it must have quite a healthy 'heart/engine' to still run and be able to put up with being so far out of tune and still perform to some degree. The best part is that when put right, it's going to get much much better too. Likewise for the fuelling, people don't seem to understand just how much different modern fuel is to that when some classics were built. Amongst the vast amounts of bad information which gets recycled over and over, people only look at octane values of fuel and seem to forget about the actual calorific energy within the fuel along side the octane. Newton was a pretty smart cookie, and he pretty much told us that we can't create energy....we can only change it from one form to another.
You might like my next video which is a deep dive on fueling
Yet More happy customers . Well done Mr Dodd ,luv watching you vids , gonna get you to look at my mini in the new year., as you are a very knowledgable man (problem is my mini is fitted with twin Delorto carbs) . Willing to change to SU carbs though ,to get the car running right 👍👍👍👍
You should only ever fit the carb type that you can tune fully, anything else is a waste.
That Blaze Mini is gorgeous
Decades ago I used to tune up the 4 carbs on a Dolomite Sprint. They were renowned for being quirky. Tune it, get it going like a rocket. Balanced smooth as could be. Next day. Can you just readjust it please. Despite being tight etc, the linkage would go out. Just a little adjust, and all good until the next tune up.
Dolly sprint had two carbs
@@susanhenderson2322 It was many decades ago... But I am not senile, and 4 Stromberg's on a chrome yellow Dolomite sprint In West Ken Estate is not a figment of my imagination. So you know more about the servicing than I do without being there. Amazing. I may have worked on many cars, but This one was unforgettable. Being it was decades ago, I did have a carb flow meter, but I used to use a 3/4 internal diameter length of pipe to listen to the airflow, Then double check with the Meter. Pretty too damn clever by far Mam.
@@capnpugwash5403 capnpugwash5403, dolly sprint came from factory with 2 SU carbs, broadsheet modified had 2 webber side drafts either 40s or 45s depending on which stage of tune it had, I worked on factory stock and rally versions, I may be old but not senile yet.
Presumably the 1300 cc Triumph ohv engine is basically the same to tune as a 1275 A series… just reversed manifolds and ancilliaries ! Interesting that the 1300 variant only survived in production with the basic Dolomite (via the Toledo)… the 1500 definitely took over from the mid 70s.
I think it's a completely different engine. Nothing to do with the A series at all AFAIK.
Tunes very similar to
How do you know when to change springs, vs damper oil?
The spring is the first thing you change before tuning starts, as it’s a symbiotic relationship with the needle. The oil in the last thing you change as it has a symbiotic relation while with the spring and needle combination.
Had the fast road had twin carbs you would not have needed the yellow spring right? This was only because it was on the small side? Or am I wrong? Thanks
Yes the springing would have been different for twins.
@@ACDodd great slowly trying to understand from your videos. The spring think has virtually nothing written online. Do you select from experience or from measurement? I find a stronger spring stops rich blogging down but seem less responsive
@@RobDavis-r2bfrom experience, or if I am on a rolling road I observe. And change as required
Fuel quality really seems to have changed. Would you recommend stabilisers, additives or certain brands to improve the situation?
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