We had refitted the reversing light switch and fitted the catches to the ECU mounting. Reconnected the ECU and the battery. It was time to pluck up courage and start the engine again. We had not attempted to set up the carburetors before. The first and last time we started the engine was just to prove it was serviceable.

Andrew had spent some time studying the Webcon set up notes and some stuff off the Internet. We had set up the mechanical settings when we originally fitted the carbs. Andrew had discovered during the week that we were not getting full throttle and the cable was fouling the throttle mechanism. Andrew repositioned the throttle mechanism to ensure smooth operation and we could get full throttle. We then adjusted the throttle position sensor, so that the voltage was within tolerance at idle and at full throttle. The engine started first time, the smell and the smoke were enough to indicate that the engine was running rich. Once the engine was up to temperature Andrew set about weakening the mixture and adjusting the idle speed. The procedure is to adjust the mixture on each carburetor (no more than 1/4 of a turn at a time). Whilst doing this, the idle speed will increase. Return it to 900 rpm using the idle speed control. Continue adjusting the mixture on the one carburetor until the engine speed falls.

At this point richen the mixture by 1/4 turn. This is done for each carburetor in turn. Gradually the engine began to run more smoothly and the smoke and smell subsided. Andrew arrived at a position where small adjustments of the mixture control, on each carburetor made a small reduction in idle speed indicating we had reached an optimum position. The smell and smoke had disappeared. We then turned our attention to balancing between the carburetors. Listening through a short length of pipe to the air trumpets there was a definite difference between the carbs.

We adjusted the balance control for equal level of noise at each pair of trumpets. We know we have not got the carburetor settings correct but we are in the ballpark. We will return to these settings with an exhaust gas analyzer and dynamic adjustments on a rolling road to activate the 3D ignition during final set up. With the engine running smoothly and up to temperature the cooling fan cut in, proving the fan installation.

In the intervening days from running the engine for the first time, we had noticed an oily leak from the exhaust manifold down pipes at the point where it enters the collector. We were concerned, but mystified as to the cause, the engine sounded good and not making any alarming noises. The leak was black and oily in appearance and sprayed out as the engine was accelerated and leaked out when the engine was stopped. . However as we worked on adjusting the mixture the leak gradually disappeared. It seems that the substance was a mixture of unburned fuel and carbon. More noticeable because the exhaust system was only temporary fitted and not sealed at the collector, which is also the lowest point in the system and the natural collection point for the excess.