Slowly I learn.
Lesson 1: if the bike won't start in one or two kicks, don't waste energy but feed it with a fresh plug. Keep a plug and spanner in your jacket pocket. You know it makes sense! Don't give up and buy a Mikuni.
Lesson 2: if you want a TT to tickover steadily, don't butcher the slide but add a set screw on top of the jet block. You will have the most inaccessible possible throttle stop, but it works perfectly and it totally unaffected by handlebar movements (unlike hanging the slide off the cable).
Hi David,My intuition tells me you are tinkering with a Ewarts tap?. If you need parts I have some.
My TT carburettor came with a purpose-made cable which prevented the slide from bottoming out. It also led to a situation where if you turned the handlebars once it had started it would cut out or the revs would increase depending in which direction you had turned the handlebars. My learning curve [roughly equivalent to a 1-in-3] was that the carb is designed for that area between 4,000 and 6,000 rpm. The supplied 5 cutaway and 350 main jet led to very brisk acceleration.
A late friend spent two years trying to get his single to work with the TT carburettor. His results were that he could get his machine to start easily but it would run atrociously, or it would hardly ever start but ran fantastically. He had the patience of a saint [and a fair amount more] but eventually fitted a suitable Mk.1 concentric and it ran superbly. When he sold the machine the TT went with it and the new owner fitted it back onto the machine and then complained that it wouldn't start!
I run an Italian machine with a Dellorto SSI which is the same design as the TT , The only way to start is to flood till fuel drips,catch it on the throttle and hold a quarter open till the excess fuel is used ,then keep rolling the throttle . No use in traffic. When stationry keep the bike leaned over to the right .Not easy with a right side gearchange.
They are both lever taps thanks Robert. Just 2 days before we were all imprisoned I nearly filled the tank, so I'm not keen on draining such a large amount of fuel. Although if it leaks enough it might be worth it!
PO fitted a cable stop but, as Colin says, tickover would change as I moved the bars, and it was always unreliable.
I keep blaming my starting problem on the carb but actually it is solved by a fresh clean plug. I keep worrying about the oil control piston ring. It smokes when at tickover and pulling away from traffic lights when it is hot. It doesn't seem to leave a smoke trail on the road. Could it be the rather generous valve guide lubrication system? I've never seen direct oil injection into the valve guides before.
Although I know some singles I've not had a Norton , but that sounds very likely .if the plug is not oily then it could be the exhaust guide.
Is the "TT" carb really suitable for the "New" normal road use as it's name suggests, spirited riding and bump starts?
Its really only for racing,but some do make it work well enough for a classic ride away from traffic. The main problem is it turns you into a hooligan, I once tried to ride the Mayday run from Locksbottom to Hastings.The journey was frought with a thousand Jap crotch Rockets and police traps,I can't do Traffic with that bike so made myself unpopular by overtaking all and sundry in all the wrong places ,"sorry can't stop" get out of the way!. A bit like the pioneer LB run. Lucky not to get pinched. Better off with an Amal 289.
It seems to be fine on the road. Not found any flat spots. They have numerous settings to play with and they are probably pretty hopeless if worn out. The air slide acts over the whole range so you can effectively change the main jet size on the road. Sounds a good way to burn holes in pistons...allegedly they tuned the race bikes to run fully open (maximum air), but closed the air inlet a bit for the first few miles to enrich the mixture before the engine was fully hot. (I've been doing lots of reading in lockdown). Amal claimed the TT had to be flexible because "there's always a Governor's Bridge".
I suspect the main drawback is the huge choke size, so low speed torque is probably not as good as with a smaller size. That makes the bike thirstier as well. The Inter has bags of torque and isn't as heavy as my Dommie 88SS, so even though in theory the Inter isn't as quick it certainly feels like it is. I don't think the TT would suit the 16H.