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EFV-8 Club Forum / General Ford Discussion / Flathead Starts,Runs and Shuts Off

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Discussion Topic: Flathead Starts,Runs and Shuts Off -- page: 1 2

supereal

01-02-2017 @ 2:02 PM

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The last one we fixed was found to have a radiator cap on the gas tank instead of the necessary venter cap. It would run until vacuum buildup in the tank overpowered the fuel pump. When it sat long enough to allow the tank to regain air, it would start and run. The owner swore there was no spark when it happened. It is likely the battery was run down trying to set it restarted to the point any spark was too weak to run the engine. Next time it happens, open the gas cap to see if it fixes the problem. Also inspect the flex line from the carb to the fuel line. Most have a rubber lining inside the woven cover, and can close off when it softens. Not starting when hot is a frequent complaint with old Fords. We put an Amprobe meter on the cable to the starter. If the current to the starter motor exceeds 150 amps. the starter motor is dragging and draining the ignition system. When the starter is hot, resistance rises, further causing the ignition to fail. We have seen starter current demand rise to 600 amps. Many starters haven't been off the engine for decades and have worn brushes and bushings that are worn so far the armature drags on the pole shoes.

12-19-2016 @ 10:37 AM

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Post some pictures of your setup....

oldflat40

12-18-2016 @ 5:29 PM

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Yes it does.

12-18-2016 @ 2:56 PM

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Does your coil have an internal resistor?

oldflat40

12-18-2016 @ 9:20 AM

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The coil is wired directly from the battery. So, one lead wire from the batery, one lead from coil to the condenser/distributor and the main coil wire going to the distributor.

flathead50

12-13-2016 @ 9:00 PM

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Sounds to me either the coil or condenser is shorting when the engine is hot.

Ken Check

TomO

12-12-2016 @ 8:18 AM

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First I would like to know if you have the early helmet type distributor or the postwar pancake distributor. Next I would like to know if you are using a period correct coil for the distributor or the later 1949-1955 round coil.

In either case, you should connect a volt meter to the input of the coil and crank the engine while watching the meter. It should change from about 6 volts to about 4 volts if you have an external resister. You will have less of a change if you have a coil with an internal resister.

Make sure that you coil leads are connected so that the + terminal goes to the distributor.

If you have the 1942-1948 distributor, check that the wires are making good connection in the cap and that the wire going from the coil to the distributor is not broken internal to the insulation, by giving it a good tug.

If you have the 37-41 distributor, you are probably using an adapter plate on top of the distributor. These can have problems with the connection to the points. You can check out this connection by checking point resistance. Connect the + or red lead to a good ground and the COM or black lead to the coil terminal going to the distributor. Put your meter on the ohms position and read the resistance. It should read open with the points open and 0 ohms with the points closed. With the points closed, wiggle the wires to check for a bad wire and loosen the mounting screws for the adapter plate evenly until the connection is open. You should be able to loosen them enough to free up the lock washer, before the connection shows open.

Tom

trjford8

12-12-2016 @ 6:51 AM

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When the motor shuts down use a jumper wire and bypass the resistor. If it starts and runs you have found the problem.

oldflat40

12-12-2016 @ 4:45 AM

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This is the clamsh*ll type distributor. The only visible thing is that the metal tabs inside the cap look to have small grooves in them where the rotor may have rubbed them at on time.

cliftford

12-12-2016 @ 4:41 AM

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How about the distributor? At this point I would remove it and make sure the points and all connections are good. Also look inside the distributor cap and rotor for any defects. No offence, but you've overlooked something. We have all done this at one time or another.

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