Thread: The Ultimate FC

A fuel line near the pump was replaced while I was at it.
The hardest part is trying to find a power supply for the pump.
It must be remembered the wiring in the engine bay is water proof and shielded and you cannot just run at power wire jumped off something else.
I knew a water tight allowed box mounted near the fuel pump has starter solenoid, coil 12/24 connections with resistors etc inside.
I drilled a small 5/32 hole hidden out of sight in th side of the box/housing and got into the engines wiring that way.

Pump mounted on engine.






The work just never stops on this thing.
The carby is next on the to do list as it has a flat spot at low revs.
Head light dipper switch has stopped working again........I am going to try and match it up with something else.......the original switches really are rubbish.
I have lost access to land near by to play and drive the Stalwart on as the place is being slowly built out, so I have to get everything up to scratch road worthy wise.........the big silly thing just attracts so much adtension when driven on public roads.
I fix one thing and find Three others to of fix.
Been sorting out some more wiring under the dashboard too.
I also noted the engines inlet manifold has the nozzles and pipes for Ki gass cold starting system fitted
With the pipes ending just above the bell housing, making the only thing missing is the hand pump and tank to get the system working ( not like if it is ever will be needed)..............must part of a hang over from the B81 Rolls uses in other vehicles and interchangeablity etc.
Ron

Dipper switch replaced.
Dodge a 101 owner on this site had exactly the correct ignition switch at home from a old Mercedes 305 bus and sent it to me.......AULRO comes good again and thanks Dodge for the trouble.
The carby was removed and the jets cleaned out.
One accelerator pump out of Two had a blocked jet.
Both low speed jets blocked and cleaned out.
The carby is a little bit interesting.
Dual throat of a large size.
It has a third throat and butterfly for cold starting only which I never need to use and is hydraulically operated from the cabin.
The high altitude adjustment I knew the carby had in most Rolls B series is a manual adjustment, but on this one is automatic by use of a brass air pressure sensitive bellows built in side the carby.
The float design allows for extreme angles of tilt as does the centrally positioned main jets.
The carby body so of cast iron construction.
The butterflys and manifold are large and open......this motor breathes well.
Ron

Note the twin floats and the third throat for cold start above.
Note the small round thing under the nut in the middle top of the carby is the atmostpheric brass bellows.
The accelerator,main and slow speed jets are accessible from out side the carby.
I took the carby off the motor( a easy job) as if I dropped a jet or plug it would have been lost forever in the black goop in the bottom of the hull.

The arm above is for third butterfly( cold start)




one low speed jet above.

Note above the KI Gass nozzle to the right and left of picture in the inlet manifold.
It is one of Four and it lines up perfectly it the intakes on the head.
Using the KI Gass nozzles would be perfect for LPGas injection or petrol injection.
The manifold is large and the motor appears to breath well.
Note the raw fuel in the bottom of manifold.
Manifold is water heated.

Carby is still abit lean just off idle.
Checkout the back fire at about 50 seconds and then another.
The two backfires recorded were small to some of them......the Stalwart does nothing in halves.
Note the clanking sound is the air compressor drive.......very normal noise.

[ame]https://youtu.be/ynpnvKTUX1I[/ame]

Slightly hotter sparkplugs have been fitted to try and burn them clean a bit.

Now for some Stalwart propagander


This is some ones camper conversion of a Stalwart.



Ron