Adjusting FD plungers on TR

I'm finally back at working on the TR.........have been doing the major service now for the last 1+ years!!!!!!!!!!!!

When I thought I was done, last year, I started the car and it ran too rich. The problem was that the plungers where too high up, in the barrel, thus allowing gas to flow to the cylinders, with the air plate in the rest position......engine not running. There is NO information, on where the plungers should be set at. However, reading several Bosch books, it seems that there should be no fuel flow, while the plate is in the rest position.

To make the adjustment, one has to remove one injector line from the FD; remove the fuel connector to the FD, coming from the regulator......this allows one to lift the FD, in order to turn the small screw holding the level of the plunger; finally, the top halves of the plenums had to be removed, so that there is clearance to raise the FDs.

I turned the double slotted screw CCW 1/2 turn, attached the FD back to the base, re-connected the regulator line, and ran the fuel pump.....I then watched in the hole, of the disconnected fuel injector line, to see if any fuel came out........none did. I then pushed on the air plate, and fuel did come out, as expected. Last year this same test resulted in fuel coming out while the air plate was in the rest position, with no pressure on it.......hence, the turning of the screw CCW 1/2 turn. This places the plunger lower, and blocks fuel from entering the lines.

I did this to both sides.........ran the fuel pumps for about 5 minutes, and still no fuel........again, this is expected with the air plate in the rest position.

I will now re-assemble the top halves of the plenums, and start the car. I hope to have it running well by this weekend.

Maybe, some day I will finish this major!!!!!!!!!

But at least this year you have a nice new garage to work in, right?

Drew Altemara

Hank.....sounds like your on the verge of enjoying that TR again...'bout time too! As for my tired old girl....she is running great! After 3-plus years I FINALLY got her running right. After fixing everything else, the hard-to-find problem was the fuel ECU's power was dropping below it's operating threshold after initial start up due to high resistance of the starter solenoid. I've been driving the tar out of her this summer. I might even drive her down to the big gathering at Indy. It would be great if you could go and we could finally meet face-to-face. Me and my girlfriend are going to the F1 race, and then I'm going back down Monday or Tuesday to stay for a couple of days. I didn't mean to hijack this thread about all this stuff...sorry. But I'm glad to hear your car is nearly finished. And like Drew says....you DO have a nice new garage to work in!

Quote: "But at least this year you have a nice new garage to work in, right?"

Drew: Actually no. The new garage is not done yet. While I have the Boxer there, the TR is still in the old place........where the lift, and tools are still at. Once the TR is done, I will complete the transfer of the lift, to the new place..........in July.

Jeff: Your problem was most intersting. I was following most of it on the chats. I don't understand how you finally arrived at the problem and it's solution. Once the car starts, isn't the solenoid (and it's high resistant problem) out of the picture......yet it still affected the voltage to the ECU? Can you explain? Thanks.

Hank