Haven't been writing much lately. Working on my dad's estate and trying
to keep the 240 in running shape. Driving it 50 miles a day seems to
have cleaned the engine up to a point. A few weeks ago, I made the
mistake of overdosing it on diesel cleaner. I suffered through a tankful
of horrible idles. Word to the wise: there is really such a thing as too
much of a good thing.
I still am having trouble getting it to start after short runs. But I
think I am on to something. Tonight, after cranking it to near death, I
just for the heck of it decided to disconnect the vacuum line going to
the kill diaphragm. A hiss of air showed that it was still in kill mode.
Replacing it, I jumped in the car and it still would not start. This
time I left it off and it fired perfectly!
So, my problem is that the ignition vacuum valve works to kill the
engine just fine, but it does not release the vacuum once the key is on.
Here's the question:
Turning the key counter clockwise, the valve opens a path for vacuum to
pull the vacuum valve, killing the engine, but once the key is on, how
does it release said vacuum? Is it possible that the lines can be
reversed at the valve, and one of the ports opens to the atmosphere to
release the vacuum and the other does not? And being reversed, would it
also cause a vacuum leak?
I am going to reverse those hoses in the morning and will report back.
If this is true, I will for the first time have a truly reliable car.
On another front, I bought a transmission mount from Rock Auto a while
ago and finally got around to installing it. I should have thrown it
away instead of the old one. The center attachment, which I now realize
serves only as a safety, is cast into the rubber on the new one so
thoroughly and stiffly that when installed, it feels as if the engine is
sitting straight down on the cross member. The car drummed and vibrated
like a tractor. I couldn't turn the radio up high enough to drown out
the noise! I luckily was able to fish my original out of the trash (I
now realize that there is nothing wrong with it: the center is SUPPOSED
to be loose!) and reinstall it. I figured out that it might have settled
a little and the center was transferring some vibrations, but now that I
see how it is designed, I left the through-bolt loose (it passes through
a pair of slots in the cross member intended to make for this type of
adjustment) until the last, with the weight of the trans back on the
mount. I then tightened the cross bolt, making sure that it was centered
in the area it passes through. The car is smoother than ever.
--
Mark L. Bardenwerper, Sr.
Technology...responsibly, thoughtfully
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Posted by: Mark Bardenwerper <
citrogsa@charter.net>
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