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Update:
I got a glass of wine, my comfy work chair up to the side of Neville's
engine bay and began retuning the carbs. Yes, his name is Neville. Pulled
choke out with gas pedal to floor. Did help a little bit but still required
second hand to get it where I wanted to. Engine warmed up, idle and air
flow reset on each carb. Definite hesitation on acceleration. Enriched
mixture on each carb one flat at a time and tested accelerator. On third
flat it accelerated smoothly! Eureeka! Readjusted idle again. Its happy
place is right at 900 rpm. Will go lower, but doesn't like it. Where I
had the mixture previously adjusted seemed right since the idle reacted as
manual states when I lifted piston. However, it wasn't "right" overall.
I'll give it a road test later when it dries out. Thank you all for your
patience and advice. And of course upon buttoning up the hood, one of the
hood fasteners stripped. Ugh.
Cheers,
Jim Henningsen
From: David P <frogeye@porterscustom.com>
Sent: Monday, November 05, 2018 6:42 PM
To: Randall <TR3driver@ca.rr.com>; 'Jim Henningsen' <trguy75@gmail.com>
Cc: 'triumphs' <Triumphs@autox.team.net>
Subject: Re: [TR] TR3A Choke Question
Randall is quite correct.. if the piston rises too quickly air flow
(velocity) across the jet head is lost/decreased and the mixture goes lean.
The dampers (of which there are different sizes-BTW) at as a defacto
accelerator pump by keeping the piston from rising too quickly.. Hope this
info clears up some SU mystery.
On 11/5/2018 9:20 AM, Randall wrote:
What kind of oil are you using in the dash pots? If the oil
is too heavy, it may overdamp the pistons, causing them to
rise too slowly and momentarily weaken the mixture, causing
the hesitation. I find 3 in 1 is about the right weight.
Actually, it's just the opposite. Heavier oil makes the mixture go richer
right after you open the throttle. Using oil that is too light can cause a
"lean bog" (like Jim described).
The book actually recommends 30 weight for temps between 40F and 70F; 40
weight above that. Optimum for you may vary somewhat, depending on engine
condition and so forth; but I have always found that performance suffers
with less then 20 weight
The choke cable is hard to pull
out. Takes two ands
to pull out and then twist to lock. That's to really get the choke
levers to move both jets down. Is this normal or maybe I
need a new choke cable.
Not normal, but unfortunately rather common. Did you polish the jets when
you had the carbs apart? Originals were supplied polished, but the
replacements I've seen have been dull. Dull means a rough finish, which
greatly increases the friction against the glands.
The linkage also goes together in an odd way. If you put it together the
way it seems it should go, it's harder to operate the choke. The two
clevises hang out behind the levers, rather than straddlings them.
I like to replace the gland sping (inside the jet housing) and the return
springs during a rebuild, especially if you don't know the full history of
them. It's not uncommon for people to stretch the gland spring out a bit,
in an attempt to get the glands to quit leaking. The extra pressure
increases friction, to the extent that often the jets won't return after
using the choke. So then they shorten the return spring. Both actions make
the choke more difficult to operate!
-- Randall
Archive: http://www.team.net/pipermail/triumphs http://www.team.net/archive
http://autox.team.net/mailman/options/triumphs/frogeye@porterscustom.com
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</o:shapelayout></xml><![endif]--></head><body bgcolor=3Dwhite =
lang=3DEN-US link=3Dblue vlink=3Dpurple><div class=3DWordSection1><p =
class=3DMsoNormal>Update:<o:p></o:p></p><p =
class=3DMsoNormal><o:p> </o:p></p><p class=3DMsoNormal>I got a =
glass of wine, my comfy work chair up to the side of Neville’s =
engine bay and began retuning the carbs. Yes, his name is =
Neville. Pulled choke out with gas pedal to floor. Did help =
a little bit but still required second hand to get it where I wanted =
to. Engine warmed up, idle and air flow reset on each carb. =
Definite hesitation on acceleration. Enriched mixture on each carb =
one flat at a time and tested accelerator. On third flat it accelerated =
smoothly! Eureeka! Readjusted idle again. Its happy =
place is right at 900 rpm. Will go lower, but doesn’t like =
it. Where I had the mixture previously adjusted seemed right =
since the idle reacted as manual states when I lifted piston. =
However, it wasn’t “right” overall. I’ll =
give it a road test later when it dries out. Thank you all for =
your patience and advice. And of course upon buttoning up the =
hood, one of the hood fasteners stripped. Ugh. =
<o:p></o:p></p><p class=3DMsoNormal>Cheers,<o:p></o:p></p><p =
class=3DMsoNormal>Jim Henningsen<o:p></o:p></p><p =
class=3DMsoNormal><o:p> </o:p></p><div><div =
style=3D'border:none;border-top:solid #E1E1E1 1.0pt;padding:3.0pt 0in =
0in 0in'><p class=3DMsoNormal><b>From:</b> David P =
<frogeye@porterscustom.com> <br><b>Sent:</b> Monday, November 05, =
2018 6:42 PM<br><b>To:</b> Randall <TR3driver@ca.rr.com>; 'Jim =
Henningsen' <trguy75@gmail.com><br><b>Cc:</b> 'triumphs' =
<Triumphs@autox.team.net><br><b>Subject:</b> Re: [TR] TR3A Choke =
Question<o:p></o:p></p></div></div><p =
class=3DMsoNormal><o:p> </o:p></p><p>Randall is quite correct.. if =
the piston rises too quickly air flow (velocity) across the jet head is =
lost/decreased and the mixture goes lean. The dampers (of which there =
are different sizes-BTW) at as a defacto accelerator pump by keeping the =
piston from rising too quickly.. Hope this info clears up some SU =
mystery.<o:p></o:p></p><p class=3DMsoNormal><o:p> </o:p></p><div><p =
class=3DMsoNormal>On 11/5/2018 9:20 AM, Randall =
wrote:<o:p></o:p></p></div><blockquote =
style=3D'margin-top:5.0pt;margin-bottom:5.0pt'><pre><o:p> </o:p></pr=
e><blockquote style=3D'margin-top:5.0pt;margin-bottom:5.0pt'><pre>What =
kind of oil are you using in the dash pots? If the oil =
<o:p></o:p></pre><pre>is too heavy, it may overdamp the pistons, causing =
them to <o:p></o:p></pre><pre>rise too slowly and momentarily weaken the =
mixture, causing <o:p></o:p></pre><pre>the hesitation. I find 3 in 1 is =
about the right weight. =
<o:p></o:p></pre></blockquote><pre><o:p> </o:p></pre><pre>Actually, =
it's just the opposite. Heavier oil makes the mixture go =
richer<o:p></o:p></pre><pre>right after you open the throttle. =
Using oil that is too light can cause a<o:p></o:p></pre><pre>"lean =
bog" (like Jim =
described).<o:p></o:p></pre><pre><o:p> </o:p></pre><pre>The book =
actually recommends 30 weight for temps between 40F and 70F; =
40<o:p></o:p></pre><pre>weight above that. Optimum for you may =
vary somewhat, depending on engine<o:p></o:p></pre><pre>condition and so =
forth; but I have always found that performance =
suffers<o:p></o:p></pre><pre>with less then 20 =
weight<o:p></o:p></pre><pre><o:p> </o:p></pre><blockquote =
style=3D'margin-top:5.0pt;margin-bottom:5.0pt'><pre> The choke =
cable is hard to pull <o:p></o:p></pre><pre>out. Takes two =
ands<o:p></o:p></pre><blockquote =
style=3D'margin-top:5.0pt;margin-bottom:5.0pt'><pre>to pull out and then =
twist to lock. That's to really get the choke =
<o:p></o:p></pre><pre>levers to move both jets down. Is this =
normal or maybe I <o:p></o:p></pre></blockquote><pre>need a new choke =
cable.<o:p></o:p></pre></blockquote><pre><o:p> </o:p></pre><pre>Not =
normal, but unfortunately rather common. Did you polish the jets =
when<o:p></o:p></pre><pre>you had the carbs apart? Originals were =
supplied polished, but the<o:p></o:p></pre><pre>replacements I've seen =
have been dull. Dull means a rough finish, =
which<o:p></o:p></pre><pre>greatly increases the friction against the =
glands.<o:p></o:p></pre><pre><o:p> </o:p></pre><pre>The linkage =
also goes together in an odd way. If you put it together =
the<o:p></o:p></pre><pre>way it seems it should go, it's harder to =
operate the choke. The two<o:p></o:p></pre><pre>clevises hang out =
behind the levers, rather than straddlings =
them.<o:p></o:p></pre><pre><o:p> </o:p></pre><pre>I like to replace =
the gland sping (inside the jet housing) and the =
return<o:p></o:p></pre><pre>springs during a rebuild, especially if you =
don't know the full history of<o:p></o:p></pre><pre>them. It's not =
uncommon for people to stretch the gland spring out a =
bit,<o:p></o:p></pre><pre>in an attempt to get the glands to quit =
leaking. The extra pressure<o:p></o:p></pre><pre>increases =
friction, to the extent that often the jets won't return =
after<o:p></o:p></pre><pre>using the choke. So then they shorten =
the return spring. Both actions make<o:p></o:p></pre><pre>the =
choke more difficult to =
operate!<o:p></o:p></pre><pre><o:p> </o:p></pre><pre>-- =
Randall<o:p></o:p></pre><p =
class=3DMsoNormal><br><br><br><o:p></o:p></p><pre>** <a =
href=3D"mailto:triumphs@autox.team.net";>triumphs@autox.team.net</a> =
**<o:p></o:p></pre><pre><o:p> </o:p></pre><pre>Donate: <a =
href=3D"http://www.team.net/donate.html";>http://www.team.net/donate.html<=
/a><o:p></o:p></pre><pre>Archive: <a =
href=3D"http://www.team.net/pipermail/triumphs";>http://www.team.net/piper=
mail/triumphs</a> <a =
href=3D"http://www.team.net/archive";>http://www.team.net/archive</a><o:p>=
</o:p></pre><pre><o:p> </o:p></pre><pre>Unsubscribe/Manage: <a =
href=3D"http://autox.team.net/mailman/options/triumphs/frogeye@porterscus=
tom.com">http://autox.team.net/mailman/options/triumphs/frogeye@porterscu=
stom.com</a><o:p></o:p></pre></blockquote><p =
class=3DMsoNormal><br><br><o:p></o:p></p><pre>-- =
<o:p></o:p></pre><pre>Porter Custom Bicycles 2909 Arno St. NE =
Albuquerque, NM. 505-352-1378 My World go here: <a =
href=3D"http://WWW.PORTERBIKES.COM/";>WWW.PORTERBIKES.COM/</a><o:p></o:p><=
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