Post by chzyrider on Jul 5, 2011 5:03:26 GMT -5
Hey all, new here...
I tried the search feature and it did not come up what I need.
My father inheireted a 1979 Versailles, 302 w/ auto-trans. Engine and carb was rebuilt but could never get it started again, and now I am the one left trying to get it running. I had to purchase the Rotunda special tools kit and Thexton v-v jet tool off ebay for tuning this carb, and checked all adjustments with a dial indicator, but I cannot find any information for main-jet and control vacuum base settings to get the car to start at all just to begin any final tuning with the specially calibrated vacuum gauge in the kit.
I have three possible issues right now keeping it from starting; main-jets & control vacuum base settings, cranking enrichment solenoid, and timing.
*Need brass plugs and base settings-
I was told the main-jets were disturbed on this variable-venturi carb #D94E-FA during a previous engine & carb rebuild and could not get it running again due to the jets, so it sat for a while with the fresh engine. I'm hoping for someone that can offer some base settings, or maybe someone with an old one they are not using and can verify the number of turns each setting is at as a base for me to begin with... i.e.; jets 'x' turns out from seat, ctrl vac 'x' turns from upper seat, diapram screw 'x' turns after seating against diaphram. Something like that.
I'm trying to find a source for extra main-jet access hole brass cup plugs. I'm not seeing them listed separately shy of buying several full kits just for these two little plugs. Otherwise I'm left with using rubber corks (not good) for test-driving and any subsequent fine tuning before capping the holes with the brass plugs in the one kit I got. Anyone have any sources for these .435-.441 size cups?? Dorman steel ones won't due.
*Need part number for CES, and testing info for cranking enrichment solenoid & coolant temp switch-
In my research, I've read it's possible that it may also not be wanting to start without the 'cranking enrichment solenoid' functioning properly even if I was close on the main-jet and control vacuum base settings for it to at least somewhat start to begin tuning otherwise.
I have the 5-book 1979 factory manual set, but it doesn't mention (or I just can't find) which wire is hot to test the solenoid circuit. So I trace back the wires a bit and discover the coolant temp switch is tied into the solenoid system, or visa-versa. So I look up the coolant temp switch in the books and the description says the oil pressure switch is also tied into the circuit (somehow) as a 'proving circuit' for the dash TEMP indicator light, ..hmm, okay... now I'm further confused.
I tested where I could and got power to the red wire on the coolant temp switch connector w/ key at ON & START, but no current flow between the two posts, and the second post has continuity to engine/frame ground. The exiting wire from the connector then splits with one to the solenoid connector and it's other one goes back down the harness and follows the first one from the coolant switch back down into the mass-wire harness. I haven't figured out how the oil pressure switch ties in, yet.
I would think the coolant temp switch should be closed when cold (65 degrees in garage) to close the circuit and allow the cranking enrichment solenoid to operate... if that's the way it works. I'm a bit stuck without a wiring diagram or further book reference.
Can anyone confirm the coolant switch supposed to be open (no continuity) or closed when cold??
The typical auto-parts sources are showing the cut-away view image for the CES, but not showing the part being available. I also can't find a part number to search for it other than by name and application. I'm hoping some other F/L/M application may possibly have the same enrichment solenoid on the '79 7200 carb or wiring for it so I can confirm how the solenoid circuit it is activated, and test it to eliminate that possibility.
*Timing help needed-
The last item in question is the timing. This ignition system has got me kinda baffled in the rotor setting. I can place the distributor down on either of two gear-teeth and still line up the adjustable rotor to the locator inside the distributor housing at TDC comp stroke by rotating it fully to one side or another. It seems like it would be either one tooth advanced or retarded but yet supposedly still lined up correctly. But that's where it don't makes sense to me in the way the contacts don't line up like the typical rotor that points at #1 when it's actually lined up for it. The underhood sticker says 30 degrees for timing and it cannot be rotated for adjustment. Do I need to place the timing mark at a different degree indicator other than Zero TDC to locate the distributor & rotor correctly??
I've ordered the two other supplement Ford books to the main 5-book set, and a thrid Ford Elec & Vac Troubleshooting guide, but still waiting for them to arrive. Until then, any help would be greatly appreciated, and you'd be saving my sanity for another day.
Thanks.
I tried the search feature and it did not come up what I need.
My father inheireted a 1979 Versailles, 302 w/ auto-trans. Engine and carb was rebuilt but could never get it started again, and now I am the one left trying to get it running. I had to purchase the Rotunda special tools kit and Thexton v-v jet tool off ebay for tuning this carb, and checked all adjustments with a dial indicator, but I cannot find any information for main-jet and control vacuum base settings to get the car to start at all just to begin any final tuning with the specially calibrated vacuum gauge in the kit.
I have three possible issues right now keeping it from starting; main-jets & control vacuum base settings, cranking enrichment solenoid, and timing.
*Need brass plugs and base settings-
I was told the main-jets were disturbed on this variable-venturi carb #D94E-FA during a previous engine & carb rebuild and could not get it running again due to the jets, so it sat for a while with the fresh engine. I'm hoping for someone that can offer some base settings, or maybe someone with an old one they are not using and can verify the number of turns each setting is at as a base for me to begin with... i.e.; jets 'x' turns out from seat, ctrl vac 'x' turns from upper seat, diapram screw 'x' turns after seating against diaphram. Something like that.
I'm trying to find a source for extra main-jet access hole brass cup plugs. I'm not seeing them listed separately shy of buying several full kits just for these two little plugs. Otherwise I'm left with using rubber corks (not good) for test-driving and any subsequent fine tuning before capping the holes with the brass plugs in the one kit I got. Anyone have any sources for these .435-.441 size cups?? Dorman steel ones won't due.
*Need part number for CES, and testing info for cranking enrichment solenoid & coolant temp switch-
In my research, I've read it's possible that it may also not be wanting to start without the 'cranking enrichment solenoid' functioning properly even if I was close on the main-jet and control vacuum base settings for it to at least somewhat start to begin tuning otherwise.
I have the 5-book 1979 factory manual set, but it doesn't mention (or I just can't find) which wire is hot to test the solenoid circuit. So I trace back the wires a bit and discover the coolant temp switch is tied into the solenoid system, or visa-versa. So I look up the coolant temp switch in the books and the description says the oil pressure switch is also tied into the circuit (somehow) as a 'proving circuit' for the dash TEMP indicator light, ..hmm, okay... now I'm further confused.
I tested where I could and got power to the red wire on the coolant temp switch connector w/ key at ON & START, but no current flow between the two posts, and the second post has continuity to engine/frame ground. The exiting wire from the connector then splits with one to the solenoid connector and it's other one goes back down the harness and follows the first one from the coolant switch back down into the mass-wire harness. I haven't figured out how the oil pressure switch ties in, yet.
I would think the coolant temp switch should be closed when cold (65 degrees in garage) to close the circuit and allow the cranking enrichment solenoid to operate... if that's the way it works. I'm a bit stuck without a wiring diagram or further book reference.
Can anyone confirm the coolant switch supposed to be open (no continuity) or closed when cold??
The typical auto-parts sources are showing the cut-away view image for the CES, but not showing the part being available. I also can't find a part number to search for it other than by name and application. I'm hoping some other F/L/M application may possibly have the same enrichment solenoid on the '79 7200 carb or wiring for it so I can confirm how the solenoid circuit it is activated, and test it to eliminate that possibility.
*Timing help needed-
The last item in question is the timing. This ignition system has got me kinda baffled in the rotor setting. I can place the distributor down on either of two gear-teeth and still line up the adjustable rotor to the locator inside the distributor housing at TDC comp stroke by rotating it fully to one side or another. It seems like it would be either one tooth advanced or retarded but yet supposedly still lined up correctly. But that's where it don't makes sense to me in the way the contacts don't line up like the typical rotor that points at #1 when it's actually lined up for it. The underhood sticker says 30 degrees for timing and it cannot be rotated for adjustment. Do I need to place the timing mark at a different degree indicator other than Zero TDC to locate the distributor & rotor correctly??
I've ordered the two other supplement Ford books to the main 5-book set, and a thrid Ford Elec & Vac Troubleshooting guide, but still waiting for them to arrive. Until then, any help would be greatly appreciated, and you'd be saving my sanity for another day.
Thanks.
