On the road tuning with ‘ACDodd’ - S3, Ep26 Non start, Deep Dive!!

[@ACDodd]

I forgot to mention, I call the call a racing flame, it is actually a racing green. Sorry for the confusion.

[@MattJonesBedwas]

Really enjoyed this one. Brilliant to see a car rendered useless brought back to life. Shocking work by the so called professional.

[@forward160]

Scary to think a so called professional. Can't cap a set of points. Great work AC

[@ACDodd]

Sadly this is more common than you think.

[@nigelpowton9509]

Really enjoying the deep dives, looking forward to more.

[@mk1leg]

Another intuitive video on what was wrong thanks

[@stevesmith2214]

A salutory lesson there AC. Just because someone says they know what they're doing means nothing! The old phrase "All the gear, no idea" springs to mind here! Beware self appointed "experts" or "specialists".

[@keithoftheshire2805]

Looking forward to the next one. 👍🚘👍

[@richardwalker5906]

Great video cheers

[@Breezey1983]

Moral of the story……if you don’t know what you’re doing don’t cock around with it in the first place! Feel bad for the owner for trusting a professional but not getting what they paid for. I thought by buying an SPI this time round I’d avoid a lot of this how wrong I was 😄 but we’re getting there…..it’ll be worth it in the end. Deep dives and the Q&A’s you’re doing with Darren are great AC 👍🏻

[@ACDodd]

Thanks for the feedback, glad you like the deep dives and the chats.

[@amidzlad]

Liking these Deep Dive videos A.C. As informative as ever.. Thank you 👍 😊

[@samsonsmith2725]

Love the deep dives AC

[@Gomer8759]

Yes to more deep dives!

[@matthewwhite7663]

After a bit of advice. I have built up a early 850 engine, with 998 flat top pistons, block has been decked so that the crown of pistons is flush with the top of block . Head is a 202 997 Cooper Head which has been slightly ported and polished new bronze valve guides double valve springs harded exhaust valve seat. 256 cam, lighten flywheel. It has BP6ES plugs with 25 thou gap, a rich needle a single HS2 which has been flowed a bit around the throttle spindle inlet manifold has been split. Electronic ignition. Timing is 7deg BTDC at 600rpm . Runs very well just likes to stop when slowing down and stopping in traffic.

[@ACDodd]

Sounds like a worn out carb to me. I would be replacing with a properly overhauled hs4.

[@wheater5]

It’s possibly also set too lean at low idle.

[@AdrianShawDrummer]

Helping to make it less of a black art. Thanks for explaining how the speed of damper rise affects the mixture on acceleration.

[@rayshortall588]

I could imagine the the "tec" in charge of the rolling road has never seen a set of points, let alone a carburetor, and was looking for somewhere to plug his laptop in!

[@martinhibbert1428]

Enjoying the deep dives. Both of my cars have twin carb setups, how about a deep dive into tuning twin SU’s sometime ?

[@ACDodd]

Not really going to to happen I all honesty, that’s why I offer training.

[@matthewwhite7663]

I will put it up to 900rpm as its currently at 680rpm. Thanks for the advice.

[@johnsharonwhitaker9242]

thanks AC. I have learned a lot about coils from your postings. We have a '67 MGBGT which we bought new. The ignition is unballasted. It would start down to -20C without using the block heater (400 watt inserted into a frost plug). I wonder if winter starting would have improved with a ballasted system ? John in Manitoba.

[@ACDodd]

Yes it would have likely helped

[@wheater5]

Ballast coil systems were originally fitted to help engine starting in very cold conditions. When a battery (especially an older one) is supplying a very heavy current to the starter motor, the entire system voltage drops. If it drops too far, say 9 volts, the plugs won’t fire from a 12volt coil. This is why cars with a poor battery that won’t start by cranking will often start if the car is push started instead. A ballast type coil is designed to work with a lower voltage than an unballasted one. During cranking, the ignition switch is wired so that it bypasses the ballast resistor and the coil will still get enough voltage to provide a good spark. Once the engine fires and runs, the alternator will bring the system voltage back up and the ballast resistor is put back in the coil supply low tension circuit to maintain the coil at its optimum, lower voltage.

[@ACDodd]

@@wheater5that’s one of the other benefits, the main reason was higher spark energy needed by more modern higher compression engines.

[@johnsharonwhitaker9242]

@@wheater5 So that is likely why it would not start when very cold - the starter draw dropped battery voltage lower than that required to make spark. It also explains why ether sprayed into the air intake gave no response. Today, most vehicles out here carry a lithium booster pack. Wish we had them in the '60s.

[@karlgt9989]

I bet the owner was smiling after the test drive, they sure are night and day after an AC Dodd tune 🙂

[@ACDodd]

They were extremely happy and also surprised how I could make such a difference without the use of a rolling road.

[@Riceyminimad]

Another good job ac 👍

[@MiniMattTV]

Remind me not to go to a rolling road near Portsmouth 😅

[@ACDodd]

I would amend that to do your homework before going to any establishment, what training have they had, what experience, what kit do they use, how do they modify needles, do they hold an extensive needle stock for example.

[@chrisval78]

I question your statement on ballast systems. The ballast system was designed to give a boosted spark while cranking.

[@ACDodd]

No that’s a benefit of using the system. Its purpose is to maintain power at the coil while the engine revs rise. I have a video where I measure the voltage and current while running to prove this.

[@MrBristol405]

Hi Mr Dodd, I have a B series car, with an SU carb. I’ve had issues with the idle after a long drive. Is the a fast or hot idle adjustment on the SU carb? The guy that fixed just seems to have adjusted the throttle idle, so it’s not easy to get warmed up, but no longer over revs when hot Love the deep dive videos

[@ACDodd]

Sounds to me like it’s going a bit lean when it heats up. Of course if you have a wideband gauge fitted you would know exactly what the fueling was doing when the issue occurs.

[@Tyrekickingwetdreamer]

Wonderfuel

[@fazorboy]

The plugs were wrong, so I'm not surprised on the points, and i dont even drive a mini lol

[@jonesboy2004]

Why not go to a heavier spring instead of the different damper?

[@ACDodd]

Because that would affect the steady state calibration, that’s why the carb has a damper is a different enrichment opportunity.

[@damienattwood8065]

Hi I have a 1985 mini ritz 998 what plugs and leads would you recommend ? Thanks

[@ACDodd]

Ngk Bp5es and a set of standard leads from power spark

[@damienattwood8065]

@ appreciate it mate 👍🏻👍🏻 thanks for replying I enjoy the videos

[@classic1989mini]

Well done AC, some people eh? I think I'd be asking for my money back on this

[@TwinCam]

Wizardry!

[@ACDodd]

Thanks Ed!

[@TwinCam]

@@ACDodd Hoping to see how well this one performs in person soon. When I buy my Mini, Connor and I will be requiring your services!

[@ACDodd]

@TwinCam no problem!

[@matthewwhite7663]

New spindle no play in the body, want to keep it looking as std as much as possible so the HS2 has to stay what idle speed would you recommend?

[@ACDodd]

Idle speed about 900rpm, if it’s stalling their is a problem with the carb, either air leaks, piston cushion etc

[@R.Rodrigues]

What is the solution for fitting electronic ignition with a ballast resistor coil and a RVI tach?

[@ACDodd]

I would not use a ballast resistor with electronic ignition, I would use a variable dwell unit and use the lowest ohm Coil I could fire.

[@R.Rodrigues]

Electronic ignition = powerspark 25D kit or complete dizzy, dry coil probably, the issue is the RVI tacho whit the powerspark unit.

[@ACDodd]

@@R.RodriguesI don’t know what an RVI tacho is.

[@R.Rodrigues]

​@@ACDoddLater tachometer that you "loop" the 12v positive that feed the coil. Its a 71 1275GT.

[@ACDodd]

@ no Idea.

[@pw601]

Going to a rolling road seems not to be a guarantee of getting an optimised engine. There are far too many examples like this one cropping up. Being able to afford a dyno is no guarantee of a competent operator, especially if they have little or no understanding of how these cars work.

[@ACDodd]

It’s purely a competence thing, the idea about going to a rolling road is sound, however the tune is only as good as the operator.

[@paulbates4775]

I am looking for Darren Heinz (or Hines) contact info in Colorado.