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Old 10-09-2019, 03:17 PM   #701
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Default Bertone wiper blades and arms

Momentarily befuddled . . . .

The Bertone has 18" and 16" wiper blades. The windshield is actually bigger than other 240 versions due to the slope to the back. Now I discover that the wiper arms are different lengths also, by about an inch.

My logic tells me that with the pivot point in the middle of the blade the longer blade goes with the longer arm and that goes on the driver side.

Sound right?

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Ford V8 Conversion Manual -
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Bertone Restoration - http://forums.turbobricks.com/showthread.php?t=256460
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Old 10-09-2019, 06:36 PM   #702
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When all else fails, fit check and test! Should be obvious....
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Old 10-09-2019, 06:41 PM   #703
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Yeah, got it done but . . .

Put the pins in from the wrong side. A pain to change.

Driver side aligned fine, passenger side took three tries and the spring retaining clip is another pain to get off.

Done.

On to the next problem.
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Old 10-10-2019, 06:36 PM   #704
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Default The next problem . . .

While I have driven the car around the neighborhood today I attempted to drive it 10 miles to have the toe aligned. It just didn't run right. Responds to throttle with rpms little torque.

Gave up and put it back in the garage. Pulled a plug and found it running pig rich.



Connected fuel pressure test rig and found it at 48 psi on a warm engine. Fuel distributor regulated pressure about 72 psi. Dwell with O2 sensor disconnected 42%. Frequency valve vibrates. Dwell 46% with O2 sensor connected.

All that seems to be right out of the GreenBook.

What's a mother to do?

I might have to give up and reread the GreenBook.

Last edited by TestPoint; 10-11-2019 at 10:56 PM..
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Old 10-11-2019, 01:22 PM   #705
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I had a similar issue with the "Georgia Coupe". Been taking it out for spin around the neighborhood. Then one day it just didn't act right. Turn off on me and I couldn't get it started. All systems were GO before I set out. Took a while to get it start and get it back home. Didn't look further for the problem. I got revs but no power. Almost didn't make it back up the hill to get home. Waiting to hear what others have to say about your issue. Funny thing is I was about to head to the highway to really open things up. Only made it a few blocks.
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Old 10-11-2019, 06:29 PM   #706
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Ya'll have a lot more patience for these elderly systems than I do....
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Old 10-11-2019, 08:59 PM   #707
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Default Five year summary of repairs

- DRAFT - I am going to put this into chronological order with picture/links to the issue/discussion/resolution - or not.

For my own enlightenment I thought I would go back over 5.5 years of screwing with this car.

Found timing set to 10 degrees BEFORE TDC. Suspect timing set on the wrong #1 plug.

Replaced fuel pump relay and a spare – that was not the problem

Replaced ignition switch – that was the problem. Passed voltage but not enough current in the run position.

Replaced fuel tank - rusted beyond cleaning

Replaced in-tank pump due to having pumped really rusty gas

Replace in-tank pump (again) due to the 1 1/2" pickup hose dissolving

Replaced pressure pump because of pumping rust.

Replaced pressure pump because (again) because the ebay pump just did not fit

Replaced fuel filter (twice) due to attempting to filter really rusty gas

Had the fuel distributor professionally rebuilt due to leaks by amateur PO rebuild attempt and distributing really rusty gas

Had the fuel distributor rebuilt (again) under warranty due to possible contaminated gas. Rust was found. Fine rust will blow through a Bosch filter.

Found and replaced gasket between halves of the xxxxxxx

Verified distributor vacuum advance operation

Replaced every inch of many vacuum hoses after extensive search for unique hose routing

Replaced ECU due to PO wrong part installed

Replaced O2 sensor. Original dead as a door nail.

Cleaned WUR several times. Some times it worked, sometimes it didn't. Suspect internal filter clogged with rust.

Replaced WUR with professionally rebuilt unit

Replaced fuel injectors after bench test verified that they did not work correctly and cleaning had no affect

Checked compression – as OEM new

Removed front of engine to confirm that crank-to-cam timing was correct. While I found evidence of PO's mechanic, Elroy, the ASE master oil change technician, having been there timing appeared to be correct.

Found hose clamp under the valve cover. It had been damaged just a little by cam/valve operation

Found distributor rotor one tooth off probably to attempt to time the engine to #4 cylinder.

Replaced spark plugs (only once)

Replaced spark plug wires (twice)

Replaced distributor coil and pickup w/lead to ignition module

And . . . at the last minute the steering rack blew a seal and dumped all the power steering fluid on the floor. That has now been replaced.

Yes, Mr. Bill . . . you can have too much fun.




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Old 10-11-2019, 09:42 PM   #708
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Quote:
Originally Posted by M.H. Yount View Post
Ya'll have a lot more patience for these elderly systems than I do....
Megasquirt..... a thing o' beauty. I know, sacrilege for a survivor such as this. BUT it would increase the reliability exponentially. Nothing quite like that ECU dithering thru the various fuel table cells. Stunning (like the Lama.... big hitter).
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Old 10-11-2019, 09:46 PM   #709
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An aftermarket efi system would be a thing of beauty for sure -- have to do some intake machining to change injectors and also create some fuel rails. After 5.5 years of trying....I think the odds are pretty long that you're gonna get her going like she once did Tom.
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Old 10-11-2019, 10:21 PM   #710
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This has become a real life challenge. These K-jet cars ran well for years with the original Bosch system. I had one nearly new for several years back in the mid-'80's and loved it. The 140 HP PRV engine seemed very adequate at that time.

Despite the exhaustive list above I have probably spent less than $2,000 beyond the tires, wheel restoration and paint restoring this car. Cost has never been a consideration.

Absolutely the last resort is that I have a 30k mile, 240 HP Ford 302 engine/transmission with EVERYTHING I need to swap into the Bertone if I totally give up. While not a 500 HP LSx it is certainly more than I will ever need. Converting to an aftermarket fuel/ignition system would probably cost more that the 302 swap even considering that I would have to replace the engine crane that I sold after swearing never to pull another engine.

Last edited by TestPoint; 10-11-2019 at 10:54 PM..
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Old 10-12-2019, 11:00 AM   #711
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Tom... Blocked exhaust?
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Old 10-12-2019, 12:09 PM   #712
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John,

On your advice I rodded out the Cat about 5 years ago. It was completely clear.

I had one of my occasional flashes of adequacy about 3:30 this morning.

I was on my way to the garage to try 'one more thing'. This car has been subjected to fuel contamination from the very beginning. As noted above I have replaced or professionally rebuilt everything in the fuel system from the gas cap to the injectors except for that 'one more thing'. Who knows, I might get lucky.

Back shortly.

Back . . . .

I didn't think that I had ever verified that the cold start injector was not leaking. Have now. No spray, no drips. I will add that to the list of dead ends.
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Old 10-12-2019, 07:38 PM   #713
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New entertainment.

After Alabama beat Texas A&M I went back to the garage to do some things over hoping for different results.

Attempted to retest dwell that I did a few days ago. Now I have none and the frequency valve does not vibrate.

I did get the golf cart running. Compared to K-jet that was easy.

Tomorrow, tomorrow.
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Old 10-12-2019, 08:28 PM   #714
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How is the wire harness? Low miles but still going on almost 40 years.
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Old 10-12-2019, 08:49 PM   #715
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There does not seem to be any signs of overall insulation rot but that doesn't mean that there is not a bad connection somewhere.
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Old Yesterday, 01:40 AM   #716
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Usually a bad ground!
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