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I have been a tad lazy with the updates on this, but rest assured, progress is happening. Slowly but surely, most days after work I have been plugging away at the Zeal. Coming off the last post where I had started to reassemble the carbs, I got stuck in and cleaned the rest of the carbs, replaced the seals and reassembled them. I finally got my replacement brass screws, so took great care not to smash these ones to bits. Made in Japan, sent via USA to NZ. I also received my cool little set of carb brushes from Aliexpress. They were pretty good at cleaning out passages and jets. Most of them were clean, but I did manage to clear out a bit more baked on crud from the No1 main jet with them. All the carbs mounted together And with the choke rail mounted back on The de-rusted idle adjuster looked much better The only other thing left to do with the carbs was to bench sync them. Bench syncing the carbs is to make sure all the throttle plates open the same amount. The throttle cable acts directly on carb No3, with the other carbs all being triggered off that carb with a series of tabs and springs. There are adjustment screws on each carb linkage so that you can fine tune the interaction between the carbs. There are many ways on the interwebs to bench sync a carb. I chose one of the easier ones, which is to use the idle screw to open the No3 carb slightly, and adjust the idle screw so there is a slight drag on whatever you use as a feeler gauge. In my case I used one of the carb cleaning wires. Slightly open And then use the same feeler gauge to slowly fine tune how far the throttle plate is open on the other carbs, working out from carb 3. This should get the carbs all in the ballpark of being fairly similar. Once I had finished that, I moved back onto the tank. Because the damn tank was now leaking, thanks to rust, I had to line it. I purchased a KBS tank repair kit off trademe. They seem to have good ratings and it was a good price. I used the kit to degrease, and remove any rust the other rust remover missed. It seemed to do a good job. Then the tank sealer went in. I rolled the tank around a lot, to try to get a nice even coating. Unfortunately due to the design of the Zeal tank it was hard to drain the excess, so there is a little pooling and some runs in the tank, but it’s pretty well covered, which matters. Once cured for a few days, I filled the tank with water and left it overnight to make sure it wasn’t leaking. Sure enough it was still dry on the outside the next morning, so the sealer has done its job. Yus. In preparation for refitting the carbs to the bike, I wanted to attend to the nasty looking carb manifolds. They are a metal base with rubber top, and it was all cracking and flaking off. Not a good look. I removed any flaking rubber, wire brushed the metal parts, and then used Sikaflex to seal them. This is what I used. Sikaflex 227. It comes highly recommended for this job. Strong, fast curing, but stays flexible. I smothered it all over, and filled the cracks The old vacuum hoses were brittle and broke when removed, so I needed to make new ones. And the refreshed manifolds were fitted to the engine The carbs were great fun to refit… not. A lot of wiggling and jiggling got them in place, and then lots of fiddling got the damn throttle cables back into place. Looks a little nicer than when I got the bike I couldn’t help myself. I rigged up my trusty fuel tank syringe, used it to gravity feed the fuel bowls, poured some gas down the carbs, connected the battery and hit the starter. (yes, this video wasn’t the first first start, but it didn’t take much to fire up anyway) It was a tad smokey, blowing plumes of smoke and even wisping smoke out when the engine was off. Filled my garage with smoke, even with both doors open. It sounds great though, so much noise from the carbs. It wont idle without choke at the moment, and isn’t running prefect, but the carbs do need some tweaking and tuning, and maybe a tweak of the idle screw. My latest purchase arrived the other day which will help with this, a Carbtune Pro The smoke was starting to clear up when I decided enough was enough, so that’s a good sign. The coolant was also warming up and circulating, and everything seemed to be going well… except one thing. The gearbox/clutch. I’m suspecting this is an electrical issue, as there are a couple of them (like the engine run switch allowing the engine to start no matter which position it’s in, and not cutting the engine when set to STOP). When the engine is running in Neutral, it will idle and run happily, but the moment you put it into gear the engine will cut. I don’t think its related to the clutch, but feels like when it’s shifted from Neutral it cuts off. With the clutch lever out, in gear, it won’t try to crank. With the clutch lever pulled in, the engine will crank over in gear but wont try to start (yet as soon as you shift to neutral it will start straight away). I’m guessing something weird going on with the neutral switch? Will need to investigate. Now that I know the engine runs OK, hopefully I can sort the gearbox issue and make sure that works OK and then I will strip the bike down and deal with the frame. Fun Fun.

Long page is long.

It’s been a bit of a rough weekend, so what better cure than to take the Rover out for a spin and an Italian Tune-up. The sun was out, so off came the car cover, and out came the Rover. I had been meaning to check out the new Kapiti Expressway that has just been built, but hadn’t had a chance to make it up that way, and every time I wanted to drive the Rover recently the weather has turned to mud, and what fun is it cruising in the pouring down rain? Not to mention not being able to button her back up again after the drive due to the car being wet, and then getting covered in pine needles. So yeah, this was an adventurous trip. In my whole time with the Rover, I have never driven it this far from home. The furthest is usually to either Upper Hutt or the CBD, roughly 20-30km away. The Rover has been running well recently, and after the water pump failure it’s been holding its fluids and been mechanically sound. A pleasure to drive. Firing the car up for the first time in a couple of weeks, it didn’t start quite as sweetly as usual, and was running a bit lumpy and spluttering when given gas. Obviously not happy with the tweaks I did last time (in an effort to make warm starting easier), so I tapped a few keys on the laptop and reverted back to a previous tune. Started and idled much better this time. The first test was the new Haywards Interchange, which is an utter clusterfark, no matter which way you try to go through there the road markings are a mess and everything is guided by some messy cones. It will be good once it’s done, but blegh. Once the temporary 50kph zone changes to 100kph though, it was time to unleash all 190hp, and the sound of my people. Pedal to the floor, trans kicks down and off we go in a roar of V8 anger. She may not be fast, but it hardly matters with a sound like that. It was a fairly slow drive around SH58 thanks to a typical Prius driver which couldn’t hold more speed than a 30 year old Rover through the corners. Oh well, more time to enjoy the cruise and the scenery. The rest of the drive was pretty uneventful, other than seeing a sweet steam train choo chooing its way to Pram. Lots of railfans hanging around taking photos of it. Probably got some with a Rover photobombing them, lol. The Kapiti Expressway is a new 18km long grade separated four lane expressway built to bypass a rubbish bit of roading that used to go through a couple of towns and slow everything down. This is only one section in a bigger project, which will include the Transmission Gully Expressway that will take traffic off the two lane coastal route between Porirua and Paraparaumu (Kapiti), but the Kapiti Expressway is the first section to be completed and drivable. Gives an idea of what the rest of the project will be like. Four lanes good. Heading to Paraparaumu for lunch, we took the exit that said “Paraparaumu”, as expected, and strangely got shunted straight off the new expressway and back onto the old State Highway. Not the glamorous expressway I expected! Stopped at BurgerFuel for lunch, snapped a sneaky bum shot After lunch we found a proper on ramp to the expressway and decided to head North. Not knowing how far the expressway went, we just cruised along until the new road ran out, and we were on the old one again. Turning around and heading South again allowed us to sample the whole 18km expressway. Impressions? Its nice. Very smooth, very flowing and very fast. That said there are already some surface repairs in places, and something about the road surface and my high-end SuperCat tires meant that I had an annoying rattle whilst driving on the new road. A strange resonance or something. I do hope to see the speed limit increased on the expressway at some point; its very easy to speed as its so open and wide, and its a prime candidate for a trial of 110kph. It’s nice to see the work they put into the area surrounding the expressway too. Lots of green; new plantings and what will eventually be mounds of grass and bush. You can catch glimpses of the wetlands they build in various spots as well; just little ponds of water here and there. Anyway, back to what is important here. The Rover ran faultlessly the whole time, and was great to drive. It’s equally at home puttering around town, as it is at passing cars up hills and cruising the motorways. We made a quick stop for a rest, and take a couple of photos. Shes filthy, but in a well-loved kind of way. Unfortunately though, it doesn’t run on hopes and dreams, so a stop at the local Dino station was on the cards. What a surprise that was though! Yup, a drop of 2.2l/100km down to 15.9l/100km. Not bad for an old beast tuned by me. I have clocked just under 1200km since getting her, most of those done with the Speeduino setup. It’s good to see the economy finally working out, and becoming somewhat reasonable. I love driving this car, so will be using it as much as possible, as long as the weather holds out. Oh what I would do to have a carport or garage, instead of a car cover. More to come. Might FINALLY get around to doing the front speakers at some point, and it’ll need another warrant next month, so there is that to look forward to. Yay.

It's good info this. Thanks guys. Shame there seems to be no way to up the pw when cranking on speeduino. Im reluctant to change too much as the cold start is good, as is almost everything else, just not the damn warm start lol.

Keen to know what you do RE painting the frame. My frame needs to be blasted, but still deciding what to do after that. Very cool looking bike, shame about the off but im glad the gear did what it was meant to. Sucks it was something as stupid as some oil on the road that did it, i hate variables like that.

Such a cool car, wish i was in a position to buy it. Would totes do another Speeduino project.

I cant use my WBO2 on start anyway as it takes a few seconds to initialise (only powered when fuel pump runs), so its all been feel and smell. Cold start and normal running is all good, its just the darn warm start. Adding more timing and more fuel has actually made it easier to start when warm, but its still not perfect. The reason i added more fuel, was that when i was watching the logs i could see that when i gave it some throttle when cranking, it would increase the injector pulsewidth and then start. Pulling fuel from cranking made the car worse. Its all just a guessing game really.

Played around some more. Bumped the cranking advance to 25 degrees, and messed with the dwell and cranking enrichment. I also added some fuel in the IAT correction, as it was leaning out when the IAT was high. Its not 100%, but now it starts in about half as many turns of the engine as long as i give it a jab of throttle. Think ill leave it at that for now.

Can conclude it didnt help, if anything it made it worse because my car hate idling lean and the intake temps didnt drop quick enough when running. Starting the car in flood mode (injector cut) helps a lot, as does half throttle.

@yoeddynz based on your post on the previous page, this is my updated IAT table. Will try it out and see if leaning it out a bit helps I also need to remember to log and see what my IAT reads after a period of sitting when warm. The sensor is very close to the LH exhaust manifold, so i wouldnt be surprised if it gets toasty.

This is my IAT table so far, but will look back and find your post and see what i can change.

In the intake pipe after filter. I have all corrections for IAT turned off (but the issue was also present when they were turned on). IAT readings dont get that high, its one of the fast reading GM sensors and sucking in cold air. Its on the underside of the black pipe near the strut tower, between the two hoses.

I need some advice lads. The Rover has a Speeduino ECU fitted, and everything is mostly peachy, except for warm starts. Cold starts itll start within a couple of turns of the engine but when warm it takes ages of cranking to finally come to life, and usually needs about half throttle the whole time. Once started it runs and drives fine. No smoke etc on start. I have tried playing with the priming pulse, cranking enrichment etc with little to no change. Im guessing, from the half throttle thing, it might be overly rich when trying to start warm?

I had a big pissaround trying to find the right oil for my old NC MX5 6spd box, because apparently they hate GL5 as it messes up the brass syncros, but finding a proper GL4 in the right spec wasnt easy. Cant remember if i even bothered doing it.

It’s taken a bit of working to get the motivation to write this post. Work on the bike has kinda slowed to a crawl, but I stripped the carbs and have started putting them together again. So I removed the carbs and took the float bowls off them in the last post, to discover that carb one had a lot of gunk in it, and the other three were a little crusty from sitting. The next day I started to strip down carb one, to see how bad it was. I took the floats and jet housings off first These are the jets from carb two. You can see the difference in size between the two jets. The pilot jet lives down the deep recess between the two other jets. Speaking of pilot jets, the pilot jet for carb one was completely blocked solid, and took a lot of soaking in carb cleaner and poking with a thick strand of wire to clear it. The other two jets on carb one also had debris in their holes, but the pilot was the worst. Remember, this is what the jets looked like. It’s no surprise. I then started separating the carbs, as they are all linked together The seals on the main fuel feed were in very bad shape with multiple cracks in the rubber. Thankfully I ordered replacements from Litetek. I pulled the cap off carb one, removed the spring and needle And removed the slide. Under the diaphragm was this black stuff. Its been on all the carbs of the carbs so far. It’s almost like powered plastic shavings? Theres no obvious wear on the slides. I cleaned all the black stuff out and removed the choke needle Organisation is key This first carb was a bit of an experiment on following the instructions to a tee. I’ll soon learn not to do that. Following the instructions I removed the throttle plate and shaft This was to replace the shaft seal, which wasnt worn or hard anyway Next up I removed the pilot mixture screw. This was covered in some sort of oily mixture. Just FYI too, all my carbs had this screw set at 2 full turns from fully in. I purchased a small 2.5L ultrasonic cleaner, so gave it a shot with the carb body since it was stripped. It started out like this I filled it with about 50:50 water:simple green, got the mix to 65c, and dropped the body in. I soaked it for about an hour and it came out like this, with no scrubbing. It was pretty effective, although im sure if I just used some brake clean I would have got the same results in minutes; and I did, on the other carbs (I scrubbed with a tooth-brush and brake clean whilst I waited on the cleaner to finish). At least I know the ultrasonic cleans out all the tiny little holes and channels in the carb. My makeshift parts washer You can see I didn’t remove the slide housing. I tried to pull it out earlier and it wouldn’t budge, so I left it. Now, that’s where I left the carbs that day. The next day I finally had my syphon arrive (thanks to a run-around by the useless couriers), so I could drain the Evapo-Rust from the tank. It had done a pretty decent job of stripping the surface rust. The inside is mostly clean, but unfortunately it did spring a small leak at the back of the tank where there is a seam. This was the nail in the coffin, I had to do it properly. I used the syphon to drain the tank back into the bottles. The liquid came out pretty dark, but I should be able to get a little more use from the solution. I also had some small bits just chilling in the bottom of the tub the tank was sitting on (to catch leaking liquid, which it did well), sitting in the fluid that had leaked out. All of these bits were really rusty, including the idle adjustment screw (which I thought was a write off). The idle screw came up really well Its pitted, but no longer rusty. Compared to how it was, it’s a miracle. All the screws and hose clamps that I left in the solution came out well too. It’s quite powerful stuff. Once its taken out of the solution I rinse in water and then coat in WD40 to stop it rusting again. Since the tank was now leaky, I couldn’t just stop here and put it back on the bike. Looking around, I decided to purchase a tank refurb kit which comes with a cleaner, rust remover and a tank sealer. The sealer should stop it rusting again, and will block the tiny leak. I was trying to avoid having to seal the tank as it is likely messy to do, but this should mean it lasts a lot longer. It should arrive in a couple of days. I was feeling a bit unmotivated so left the bike for a bit. A couple of days ago I decided to get back into the carbs and see if I could get one back together again. I tried a bit harder and got the slide housing out of carb one This is where I should have gone off script and just left it alone, but I didn’t. I had the seals, so decided to do them. I removed the seal at the top and the square seal The top seal was quite flat, but in decent condition really (not hard and no cracks). I fit the new seals and slotted the housing back into the carb body And then it all turned to custard. The instructions say to push the housing down and to nip up the screw, but don’t rely on using just the screw to pull it together…. clearly I didn’t push hard enough. The first screw went ping, and snapped into two pieces. Nuts. Because im a muppet though I forgot to use the washer under the screw, so I thought “hmm, maybe thats why it snapped”. So I grabbed the screw from carb two… and snapped that too. Good thing I purchased a set of Easy Outs a while back. They are little hollow brass screws, so very little structural integrity. I rage quit and went back into the house and left it there. I ordered three new screws out of the states for a few bucks each, so they should be here in a week or so. Sigh. Yesterday I couldn’t be bothered with the carbs but wanted to do something to feel useful, so I bled the brakes. Both brakes had really bad feel. The front lever was really soft and spongy, and the rear wasnt much better. I had figured I was probably up for a rebuild of the cylinders and calipers anyway, so what harm is there in bleeding it and seeing what happens? It’s funny how much easier bike brakes are to bleed than a car. I can lean on the lever whilst closing the valve to do the front, and pump the rear with my foot whilst working the valve. No need for a second person. The res was full of slime when I got it, but I flushed that all through And both calipers played nice and bled well. Minimal air, but foul fluid Now both brakes actually have solid feel and feel pretty good. I don’t know if the calipers are still sticking as the bike can’t move, but at least I might be able to put off spending too much on the brakes immediately. All the hoses look visually good with no cracking. Whoever the bloody sadist is that designed where the rear brake fluid res is located should be slapped hard. Its located in such a way that to get the cap off you have to remove a side panel, unbolt the res and have it hanging in the air, otherwise the cap doesnt clear the frame, and there is no way you could pour fluid in it. Moving along; This morning I was considering just selling the damn bike for parts as it was pissing me off and I was getting pretty demotivated with it all. So much work to do, and nothing going right, but at the end of the day that’s not how I work. So having a short day at work today, I shot home and went straight into the garage. I swapped the O-ring on the slide housing back the old one, and using the screw from carb THREE, I managed to get it nipped up nicely without snapping it. All the jets also went back in after a thorough cleaning. The float needle seat went in next, with its new O-ring And then the needle, float and bowl Finally it was the slide, needle, springs and cap, to top it off That’s carb one, done and ready to go. I then stripped, cleaned and assembled carb two Now I have a pair of carbs. Just need the screws to arrive and I can do the other two and then bench sync them. I’m hoping to have the carbs ready to go when the tank is ready, so that I can assemble and fire it up on my stand and see what the gearbox is like. After that, it’s a full tear down to do the frame. Oh yeah, I think I forgot to mention that I got a rear stand. No room to use it where the bike is at the moment, but once the car is living outside and I’m stripping the bike it will have all the room for activities.

+1 read the lot and it was a great read. Some real ups and downs in there! Its a cool little car, and you dont see them around much. GUess they arent as desirable here as the GVR4 is.

Who would've thought that bleeding a motorbikes brakes was so easy..... Its all just, right there (except the rear brake res, which is tucked up under the frame and has to be unbolted to get the cap off. The designer of that needs a shooting). Brake fluid was a gross cloudy brown, and now both brakes are firm. No more spongy pedal or lever. Not sure if brakes are still stuck on as bike is stuck in garage, but its promising that i wont need to immediately rebuild the system. Having some issues with the carb rebuild, waiting on a couple of replacement brass screws that self destructed.

What a week. Everything was put on hold, because I got married! But now that I’m home again, and going back to work tomorrow, I thought I would have a quick catch up on the Zeal. Whilst I was away I left about a litre of white vinegar in the fuel tank to see if it would do anything to the rust. Unfortunately even after a week it had done very little. This is what I poured out. It had started to strip some of the lighter rust, but wasn’t working quick enough. I was going to try electrolysis, but it just seemed like a lot of faffing about to set up. I was doing some research and came across a product called Evapo-Rust. It’s safe for the environment, safe to touch, reusable and safe on paint… but it monsters rust. A few people have used it for tanks, and it seems to do a good job. So, I scoured the local Supercheap Autos, and picked up 15L of the stuff. Before I could pour it into the tank, I had to seal the fuel tap hole in the tank better than the leaking duct tape I had used with the vinegar. To do this I used some scrap aluminium, a drill and the old gasket. I smeared some sealant on both sides of the gasket, and bolted the plate to the tank. So far, touch wood, it’s sealed tight. With some strategic placement of some wood and a tub, I got the tank as flat as possible and filled with all 15L of the Evapo-rust. The tank has a 15L rated fuel capacity, but it didn’t quite fill the tank. Whilst I was away I also got some sweet packages from overseas. The first was a set of legit JIS screwdrivers from Japan. These are to Japanese standards, which is very slightly different to the Phillips cross profile. The difference is subtle, but enough that if you try to use a standard Phillips driver in a JIS screw, it’ll strip out like it’s made of cheese (as the screwdriver tries to “cam-out” by jumping out of the slots). JIS drivers will slot in and fit perfectly. The carbs on this bike (and most bikes) use JIS screws and are super common for stripping out when JIS drivers aren’t used. Revlimiter has an awesome write up on the differences between Phillips and JIS. Another package I got was the set of LiteTek carb and fuel tap gaskets. This means I can put my fuel tap back together, and start work on the carbs. I started putting the fuel tap together I used a small bit of 2000 grit wet/dry paper to smooth out the rough edges on the pitting, so it wouldn’t damage the new gasket. Happyface. And in goes the new gasket. Scaredface. Bits The completed fuel tap. So this has been stripped, ultrasonic cleaned, new seals, and the screws treated in Evapo-Rust (which worked really well for a couple of hours soaking. The screws where heavily rusted, with thick coating of crud). Now it’s ready to go on the tank again when that is done. And what it looked like before Next I took the carbs off the bike. Not hard to do, once the airbox is off it’s only 4 hose clamps and 3 cables to disconnect. So much grot by the starter that I need to clean out too. I tried draining the float bowls, and only liquid came from cylinders 1 and 2. And I say liquid, because you can’t call it fuel. It was yellow, and smelt like paint stripper. Using my awesome new JIS screwdrivers, I then removed the float bowls. Most of the screws cracked ok, but some needed a little help (and one needed the help of some vice grips). It turns out the flats on the driver are perfect for a spanner. With all of the bowls off it was easy to see why I was doing this. Cylinders 2 through 4 had gritty sandy stuff in the bowl, and cylinder 1? Well, that’s where all the fuel in the rail drained to when the bike was sitting (leans to the left on its stand). The carb jets will obviously need cleaning, and the bodies are filthy. They will need stripping and soaking in the ultrasonic for a bit. I need to work on my plan of attack. The LiteTek site has an awesome write-up on how to rebuild the carbs, so I’ll go over that and get cracking on it. I also need to work out what to do with the frame. I’m slightly leaning towards stripping the bike and getting the frame blasted and powder coated, but it’s a lot of work, time and money.

Mint looking bike, look forward to seeing your progress

So many good feels in the last couple of posts Looking forward to seeing what changes you make to your tune with your new knowledge. I've always found your posts very interesting (if a little over my head at times).

Thanks for the offer but i have a few car batteries here that i can use in the mean time to start the engine etc, ill buy a proper new battery when the bike is ready to ride. Will look into the Por15 kit. The remaining rust isnt too bad, so im looking at easier (and cheaper) alternatives first.

Since the Wellington train system can’t help but try to fall into the ocean each time there is some weather, I had some spare time today to do some more work on the bike. Since attempting to drain the fuel tank the other day I was left with a small amount in the bottom of the tank that I just couldn’t get out of the filler neck (due to its design). The only way to get it out was to remove the fuel tap, and drain through that hole. Removing the tap was easy enough. Two really tight, rusty screws and out it came. Another screw on the filter and the lot comes off. That’s a tasty looking filter. And this is what the fuel tap looked like. The tube is nice brass and cleaned up well, and the filters are intact and also cleaned up well. This is what was sitting in the bottom of the tank After draining it out, I took the tank out into the garden and hosed the utter shite out of it. Lots and lots of orange water poured out, so I kept flushing until the water ran clean. This is what came out of the tank. Chunky. The great news is the inside of the tank looks awesome now. Minimal surface rust left, and there are no flakes left. Not much work to finish it off now. It’s a damn sight better than it was. The next part that got my attention was the fuel tap. I cleaned off the outside of it, and then removed the two front screws and pulled the front off And this is what greeted me inside the tap Clearly the fuel level was at the reserve height for a while, as it was almost completely blocked with rust and scum. This is what came out of just that side of the tap All the seals and O-Rings were flat and hardened, so out they came. New ones have been ordered from Litetek along with a carb seal kit. When my ultrasonic cleaner arrives the tap will go in there for a proper clean, in the meantime I cleaned it up with WD40 and brake clean. I wanted to have a quick look at the fuel pump. When I first got the bike the pump sounded like a tin of gravel being shaken and then it stopped working at all. I disconnected the pump and left it. Today I removed it for bench testing. It seems it has an internal short. Whenever power is applied, it results in sparks and nothing else. I disassembled it to see if I could work out where the short is. Unfortunately I hit a dead-end, where I cannot access the windings for the main solenoid, so it’s a dead duck. Will try to source a good used one. Traces of water inside the electrical cap With that out of the way, I had to look at fixing the gauges. The tacho was almost falling off, and the chrome caps on both arent attached. It looks like the tacho had a bump at some point, as one mount is broken off and the bracket is twisted. I pulled the gauges off and checked out the damage. And the reason the caps aren’t attached. The mounts for the screws have been broken off both. Some creative superglue work sees all the broken off parts re-attached. Will need to be careful with them in the future, but the superglue is pretty strong stuff. Looks a bit naked without them And the last fun task today, was to see if I could get a charge in the battery. Previously my charger wouldn’t even detect that a battery was connected, the voltage was so low. Today I cheated, and “jump started” the bike battery from the old Rover battery. I connected them with correct polarity (like jump starting a car). Left it for a minute or two, and then connected the charger. Zing, the charger detects it and is charging it. I checked before and with the charger disconnected im now seeing 12v at the battery. If i can get the battery to hold a charge it’ll save me some money whilst i build the bike up. It will be replaced later on, but this will buy some time.

i used a whole bunch of those spring loaded ones (second photo) on my Rover when i made the loom for Speeduino. Got them cheap in bulk off Aliexpress. Bosch EV1 style connector, or JPT (junior power timer)

Before I could commit to any further work on the bike, I needed to know if the engine even ran. Before I can even see if the engine runs I need to remove the fuel tank, drain it and see if im getting fuel to the carbs. The tank is pretty easy to remove once the seat is off. You need to remove the little cubby box at the front of the tank Under that, and at the rear of the tank under where the seat would be, are four bolts. Two long at the rear and two shorter at the front (they are removed in the photos already) The guide I was using said to take the handle off the fuel tap. Not sure why, maybe just to reduce the chances of breaking it. The top fuel hose on the fuel pump is the inlet, so off that comes, and then it’s a matter of lifting off the tank. I forgot to take a photo, but under the tank is the air box (big black box in above photo). The filter in it was in good shape, so that’s one less thing to buy. I pulled the air box off, and finally had access to the carbs Before doing anything else with the carbs, I drained the fuel tank. I had issues draining through the fuel tap and filter, there just wasn’t any flow, so I resorted to just tipping it out the filler. This was a bit messy, but quick. The bad news? The tank is rusty. What I thought was half a tank of gas, turned out to be about a litre of petrol and half a tank of rusty water. Guess that explains the flow issue. The inside of the tank is rusty. Not too flaky, but will need to be worked to get rid of the rust. It doesn’t look deep, and there are no signs of it coming through that I have noticed. I can still see patches of clean metal around the place, which is a good sign. There are a few different methods for removing the rust. You can fill the tank with water, nuts, and bolts and shake like mad. The preferred method (because I like to make everything more difficult) is electrolysis, or removing the rust using a sacrificial bit of metal and lots of electricity. I’ll look further into this, but I think the tank can be saved. The other thing I had to do before I could crank the engine, was to drain the oil and fill with fresh oil and a new filter. Remember the old filter? Yeah that’s been replaced And although the oil was thick, black and really bad smelling, it had no chunks or metal flakes in it. I filled up with 2.7L of Penrite MC4ST 10W50 semi-synthetic motorbike oil. Nice golden colour. Now, because I still haven’t purchased a new battery (don’t want to invest $100 into a battery if the engine is poked), I had to use the big 500CCA one I removed from the Rover…… Lets just say I don’t have a photo as it was bit of a dodgy setup using really long home-made jumper leads and clips just hanging on the bikes battery terminals…. but it worked We have power! All the lights work, even the hazards Speaking of dodgy, this was my “fuel tank” to try to supply fuel to the carbs Yeah, that’s probably not that safe. Oh well, fire extinguisher was near by! Anyway, the carbs didn’t take much fuel at all during the testing. Whether that’s because they need to be fed with the fuel pump, or because they just aren’t in good shape, I don’t know, but I ended up feeding fuel straight down the throat of the carb. After much cranking, something amazing happened…. It made vroom vroom noises. First start in at least 2 years (if not 4, depending on when the owner last started it). Engine ran good for the couple of seconds it was running, with no bad noises. Exhaust sounds awesome, even when it’s only hitting 5000rpm or so. Cant wait to hear it at 15,000rpm! So the engine runs. The carbs are in dire need of a rebuild and the tank needs the rust removed, but otherwise its all fairly straight forward now. I don’t know if the gearbox does gearbox stuff, but I’ll deal with that later.

Lots of cool stuff to see down in the carpark. Lots of average crap upstairs (it's just like some big sales pitch). Far too many i3s around, and Holden brought a lineup of their most boring cars (woo, the "new Astra"). Had a ride in a Tesla, damn that acceleration is strong. Much want.