[Adrian Simons]

(Before George or Ringo offers help), Michael & I have attempted to learn from both John & Paul’s useful comments. I can now reveal the major cause of our hill start issue which I have hidden in my wordage below.
Carb Adjustment:
Still struggling on this one so apparently can’t expect an unadulterated BHV experience. I did squirt a load of Bradex Easy Start (other makes prob available) around the base & spindle areas to see if idle note changed … it didn’t. I did observe a bit of play in the primary spindle but none of the professional carb refurbisher we approached would commit to what play was acceptable.
Running Observations:
To simulate a lack of air inlet filter, we pulled off the rubber pipe that feeds crankcase emissions into the carb inlet via the 1″ filter to carb rubber duct port. The tick over revs notably increased whilst quite a bit of smoke stuff was seen belching out of the end of the removed pipe. Again, this is by design but how to assess whether outside acceptable limits. So would a worn engine be given a shot of extended life is this pipe was naughtily removed & allowed to freely vent to atmosphere ? I’m guessing that our engine is consuming “air” with an oxygen level less than the std 21% and continue to lower as bypass fumes increase. I wonder what piston compressions are considered acceptable ?
Hill Starts now possible:
John, Paul … you didn’t suggest to check that the rubber heater pipe hadn’t fallen from it’s retaining bracket that would foul the throttle linkage. We tied it out of the way & instantly we not only could we laugh at hill start challenges but also the car had so much more vroom on the flat (we were happy to enjoy a laid back performance).
OH PLEASE … NO … OIL LEAK on drive:
Clearly coming down from the engine/gearbox interface optionally fitted cover plate. The sump was removed & refitted with a instant gasket adhesive & a new 180 degrees felt rectangular sectioned strip that pushed nicely into the groove in the sump that abutted the flywheel boss. There is no leak from the sump to iron block interface where one van see aft of the transverse beam. What have we done wrong. My money is that the felt seal slipped round a bit when the sump was mated with the iron sump. Is it known to be critical to use silly amounts of goo in the ends of the felt “seal” where it interfaces with the flat surface ? We did not attempt to renew anything that might be above the boss as this would have meant crankshaft removal(?). Whatever the reason, it might seem that sump removal will be required. Is this an engine out … gearbox …flywheel off job ? Any words of hope out there like “this is normal, it will bed in and get better”.
Again you kind folks … any advice would be carefully considered.
By the way … the DS has never gone so well & so nice to have it on the road again where it belongs.
Thank, Adrain (Isle of Wight)

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