Steve Priston described in Issue 56 (October 2019) his attempts to improve matters with hot fuel under the bonnet. This included re-routing the fuel hoses to the carburettors by swapping the float chamber tops over, enabling him to run the feed to the front float chamber around the back of the air cleaner, so that being nearer the bonnet louvres, it was away from being directly above the exhaust manifold.
Regarding the fuel hoses themselves, he made some new hoses in 6mm bore, reducing the hose stored fuel volume, by around 40% per inch.
The fitting of a Facet fuel pump rendered the SU pump redundant with another small reduction in under-bonnet stored fuel.
As a further development he decided to try fitting pancake filters on the assumption that they would draw in cooler air than the standard arrangement, which being situated at the highest point under the bonnet, would surely pull in the hottest air, rather than being as far away from the exhaust/engine heat, as you can get.
A pair of foam type pancake air filters, were purchased. Also sourced was a pair of replacement outer covers, in order to create the required offset hole to miss the radiator support strut.
“All in, having bought filter assemblies that were sold on eBay, as seconds, along with the two extra covers, the cost was £23. Yes, they are almost certainly made in China and yes, they needed a bit of finishing off, but they are stainless steel as well as being cheap!” said Steve. Having studied Brown & Gammons heat shield, along with one featured in a restoration book, that fitted to the manifold clamps, the heat shield you see in the picture below was fabricated using a piece of 3mm alloy.
Rather than resort to a cardboard template the inlet manifold was measured up (7 3/16” centres) and a SU gasket was used as a template.
Two spacers, made from Tufnol were cut from some 6mm material, with paper gaskets fitted between everything, and with the addition of ‘Wellseal’.
Steve is hoping that the front lower bend in the heat shield, will help direct an airflow, between the shield and the manifold, also that the alloy will help to dissipate heat, more effectively, than steel.
To fit the carburettors, it was necessary to use a couple of M10 studs for the lower fixings, due to the lack of room, preventing the fitting of a long enough bolt.
The carb to carb hose has been moved again, now being lower and about as far away from heat, as it is possible to get, being about the same length now, as the original.
All that is needed now, is to find a suitable breather, to screw into the rocker cover and for the weather to improve for road testing. The pancake filters make tuning of the carburettors much easier, with only a couple of 6mm nuts to undo on each. Steve has come up with an easy way to check/compare the air flows, which is to use a cheap (yes eBay!) stethoscope but not with anything other than the open, lower piece of tubing, held in the carburettor mouth, so a much clearer sound can be heard when listening for a difference in intake roar!