(v) Injector stuck open, remove and blow
through with air line.
(b) After hot soak
(i) Check engine compressions.
(ii) If cylinder compressions are correct, locate cylinders which are
misfiring and “crack” open union on injectors concerned to allow a small
quantity of fuel to escape. Retighten unions and increase engine rev/mm. If
misfiring has now ceased, fault was due to partially empty injector lines
and could have been caused by leakage of fuel or faulty non-return valves in
outlet connections concerned. If the latter, renew faulty outlet
connections; remembering to renew every seal which has been disturbed.
4. Under-fuelling on one or more cylinders
(i) Leaking connections on injector pipes
or damaged pipes. Leaking “Dowty” washers. Tighten connections or
replace pipes or washers.
5. Lack of
response
(I) Throttle butterflies are incorrectly
set. Synchronize butterflies.
(ii) Injector pipes are connected to the
wrong injectors, giving an incorrect injection sequence. Rectify, as
necessary.
(iii) Line pressure is low. Check line
fuel pressure by inserting a pressure gauge in main petrol line, switching
on the ignition. Gauge should read 100-110 lbf/in2 (689.50-758.50 kN/m2).
Adjust relief valve, if necessary.
(iv) Obstruction in the return to tank
drain pipe. In extreme cases the cam follower diaphragm will be displaced.
(v) Metering unit timed to engine, is 180
degrees out.
6. Engine cutting out on bends or on
straight
(i) Installation is not modified as per
Standard Triumph instructions. Correct as necessary.
(ii) Dirt in petrol tank momentarily
obstructing the outlet pipe.
(iii) Transient failure in supply of
electrical power to pump motor. Check all supply lines and connections in
motor circuit.
7. Vapor locking
(i) Overheating of pump and motor, which
in turn vaporizes fuel in pump element. Check fuel line pressure. If line
pressure is high, this will overload motor and cause overheating. Check
current consumption of motor does not exceed 5.5 amps at 13.5 volts. If
current is above this figure, but line pressure is correct, remove motor for
electrical and mechanical examination.
2. Rough Idling
(1) Throttle butterflies incorrectly set. Synchronize
butterflies.
(ii) Injector pipes connected to the wrong
injectors giving an incorrect injection sequence.
(iii) Check for air leaks which could lead
to uneven air distribution.
3. Overfuelling on
one or more cylinders
(i) Damaged grommet seals between nose of
outlet connection and sleeve, allowing unmetered fuel to enter the injector
line or lines giving continuous injection. On “Banjo” type outlets this
can also occur if the inner ‘0’ ring on the “Banjo” is damaged.
(ii) Renew the seal on any line which is
over-fuelling. (Remember: Renew any seal which has been removed, it must not
be re-used.)
8. Excessive fuel
consumption
(i) Check for (obvious) leaks at all
petrol connections. Check operation of overfuel lever and clearance when in
“off” position. Check for obstruction in return to tank drain pipe. Line
pressure may be high. Check pipe and relief valve setting.
If a variable vacuum supply and accurate
vacuum gauge is available, check gap between cam follower and rollers in
control unit as detailed in workshop instructions. Check inlet manifold
depression.
Note: High vacuum gives minimum fuel
condition. Low vacuum gives maximum fuel condition.
9. Engine fails
to start