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Thursday 28th January 2010

My time today was spent Marine Cleaning and Metal Readying the lower firewall, front underfloor, inside the X-member and portions of the front crossmember. Prior to that I had to rearrange many of the parts laid out around the '41 so they wouldn't get flooded, it's a messy operation especially when it's being conducted indoors. A mop and bucket were necessities to soak up the overspray and then the water used to wash off the areas sprayed, I'm becoming quite a dab hand at it. And tomorrow.....it's POR-15 time, I'll have to be very careful as there are a lot of hard to reach, awkward places where it has to be applied.

Wade meanwhile was working on Big Red's engine. First he installed the roller rockers in their housings onto the crankcase. Then he installed the rings onto the pistons. And just before I left, with the help of John and Rick the crankcase/block assembly was rolled onto it's side on the bench. This will enable Wade to push the con rods out the top of the block, install the now ringed pistons to them, push the whole assembly back into the cylinder and install and torque up the big ends.

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Yeah, those finned rod bearing caps are really beautiful, first used in 1934, the last year of babbitt, when they went to the oil cooler and full-flow filtration.

Looking at the cotter pins on the main bearing cap screws, I seem to remember that mine were originally cross-wired in the aircraft style and didn't use cotters. I redid them that way just as an interesting exercise, cotters of course are just as effective, just a bit less elegant.

A question - why engine-green paint on the rocker arm roller covers? They were of originally painted to match the aluminum crankcase. Just a matter of personal taste?

Friday 29th January 2010

POR-15 painting time today. Wade wasn't getting in until later in the morning so it was a matter of preparing for painting including masking off part of the wiring harness. The part where it comes up through the floor under the left lower corner of the cowl and exits at the left bottom of the firewall. Not very long, but just enough to worry about, and in a very awkward place to access. Even with the engine out, the steering column is still in the way, and being right handed didn't help either. That done, and just about to climb under to start, when a visitor arrived in the form of PackardInfo member Snapey, aka Matt. Well that cut short painting for a while, with Matt and I sitting down for a very very interesting discussion about his speedster ideas as well as his family background in vintage/historic race cars. But after an hour or so of this delightful discourse I had to leave Matt to do what must be done, that is POR-15 under the '41. Though Matt came dressed to lend a hand I declined his invitation to do so and left him reading Wade's copy of Robert Neal's Packards at Speed.
for the offer Matt, it was much appreciated.
About half way through my labours under the '41, Wade arrived and caught up with Matt including an inspection of the '34 rolling chassis under the carpark ramp. Matt took some pic's for reference together with discussion about Matt's proposed Speedster project. By the time I finished my POR-15 painting they were back inside looking at engine blocks, crankshafts, etc, etc. Wade is reluctant to part with the '34's engine but the rolling chassis is another matter(I think). Maybe this from another thread could be an option? Quote: It'll be interesting to see how things develop whatever direction this goes in, I'm sure Matt will keep us updated.

Wade had asked a little earlier had I seen Big Red's block/crankcase now that the pistons were installed. I hadn't, because it was sitting on the bench shrouded in material when I arrived and I hadn't disturbed it, just taken a few pic's of how it had spent the night. Comfortably, I'd say. When unveiled, first saw the bottom end with those great finned rod caps. Next took some pic's of the pistons now filling the cylinders. Graham Wilkins in his engine work had measured and marked each piston for size, and found two differed in size a little from the others. Not much, but when re-sleeving Graham selected these two pistons as #7 and #8 with the sleeves for these cylinders being bored to suit. And it turns over very easily and smoothly using a bar on the front pulley nut, for all the weight in the reciprocating assembly very, very impressive. After Matt had departed, with Wade's copy of Packards at Speed clutched under his arm, I also bid farewell, leaving Wade in the midst of cleaning the oil delivery system for the bottom end.

Quote:Dave,

Sorry forgot to ask Wade, but I think it just is his personal preference.

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Monday 1st February 2010

Late start after donating blood plasma, Wade was about to install the sump(US=pan) on Big Red's crankcase. The oil pump and pickup together with the lower end oil plumbing system having been installed earlier. While he was preparing to do that I took the filler plug out of the '41's steering box to check the oil level. This because the two '39's that Harvey works on, as well as Noel's '39 when checked by Wade, were all bone dry. Foruntately mine was close to full and will only need a top up. Sump back on Wade then cleaned and masked it up and gave it a couple of coats of silver to match the crankcases rejuvenation.

Then Packardinfo member tabletennisport, aka Noel, arrived not quite bearing gifts but almost as good. He had a box of rear trans mounts from "club stock" and from which I chose a pair to replace those in the '41. Now I have to pay for them, so Russ I'll deposit the money in PACA's account and send you an email. Noel also filled us in about his US trip and the Packards and Packard people he saw and met throughout his journey.

After Noel left, cleaned up the replacement trans mounts while Wade attended to installing Big Red's water jacket side cover. This entailed more of one of Wade's favourite past times coating all sealing surfaces with gasket cement. It doesn't matter how careful you are with this irritatingly sticky stuff some always ends up on hands and fingers. I also cleaned up the flywheel, pressure and clutch plates for the '41 to take them to Burt Bros for rebuilding and/or refacing. When done they will then be ready then to go to Wilkins Engineering along with the reciprocating parts for balancing.

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Wednesday 3rd February 2010

Yesterday Wade and Gina went on the Morris Minor Picnic Club run to Mamre House. I was scheduled to go too but a late call to visit the granddaughters took preference. What I did do however was take the '41's flywheel, clutch and pressure plates to Burt Bros for rebuilding.

Then, at the workshop today, first up was a pick up and delivery run. Picked up the '41's cleaned block and head and instead of returning with it to the workshop delivered it to Graham Wilkins. Graham also received two boxes of parts for the measuring, machining and rebuilding process, more of that to come. Next stop was Lee Bros for a heli-coil kit. When trying to tighten up the water jacket side plate Wade had found the threads for three bolts were stripped. Last stop was Hare and Forbes for consumables, a new wire wheel and sanding belts and discs.

Back at the workshop, while Wade was heli-coiling, I cleaned up the blasting cabinet. This also entailed cleaning up the general area because the wire wheel/belt sander is mounted close by and also to tidy up the clutter which always accumulates. Cleaned the cabinet filter and the vacuum cleaner used to provide suction for the cabinet filter. Must say the cabinet filter does an excellent job because there was almost nothing in the vacuum cleaner. Then I blasted the nooks and crannies of various parts, which couldn't be brushed or scraped, of the parts cleaned over the last few weeks. Wade successfully installed the heli-coils and replaced the bolts involved. He then re-installed all the head studs. That done the Big Red's block/crankcase assembly was then returned to an upright position, looks much more like an engine now!

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Thursday 4th February 2010

I mentioned yesterday that on our pickup run we procured a new wire wheel, but only trouble it was the wrong size. So instead of going directly to the workshop diverted first to Hare and Forbes and exchanged the wrongly sized wire wheel for one of the correct, larger, size. Plus a small cash adjustment of course. It was only when I arrived at the workshop did I find that the last item from Max Merritt for the '41 had just arrived, the rod bushings, apparently overlooked earlier. Now I'll have to do another trip back out that way to drop them off with Graham Wilkins for the engine rebuild.

With Wade out on business I Marine Cleaned and Metal Readied, mostly parts from under the '41, in preparation for POR-15 painting. When Wade arrived back he returned to Big Red's engine on which he'd installed the tappets earlier. Installed the front pulley and harmonic balancer then set about re-installing the valves, valve springs and spring retainers. Not an easy job, and after I'd strung up yet another set of wind chimes in preparation for POR-15, I watched, help where/if I could then left Wade to it. Learned later tonight at the PACA monthly meeting that he got them all in.

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Saturday 6th February 2010

Because I didn't have time on Thursday to POR-15 the parts I Marine Cleaned and Metal Readied this was a rare Saturday morning workshop event. And Wade was there too. Gina this is where he goes when you're not at home on a Saturday! Yesterday he'd set the tappets on Big Red, mounted the fuel/vacuum pump on the block and also the clutch and pressure plates. So all was just about ready to re-install the engine back into Big Red. I was busy organising POR-15, paint brush, gloves and other protective measures while Wade was re-installing the oil cooler housing to Big Red's block as one of the last things to be before it was to be re-united with the car itself. Also moved the '41's trans and OD, sump, waterpump and odds and sods from their temporary resting place in front of Big Red to accommodate the soon to be engine re-installation.

As I started painting the '41 parts Wade, with Graham's help, was moving the engine crane to the back of the workshop to pick up Big Red's engine in preparation for it's circuitous journey back to Big Red's engine bay. The way things were set up in the workshop had Big Red occupying the corner, my '41 Coupe on it's right next to it with the '34 body nestled behind the coupe, a partially dis-assembled Toyota Soarer is in front of Big Red leaving only a couple of feet between the Soarer and the '41's left front frame rail as access for the engine to be returned to Big Red. Then on the right of the '41 is the '34 chassis and in front of that is the front clip off the '41. Behind the '34 chassis is Big Red's engine on the engine bench, and in front of the '41 is a parked Alfa-Romeo. Then next to the '34 chassis is a parked Mazda 323 with supercharged rotary power and behind it is a parked Suzuki 3 cylinder. To facilitate moving the engine, the Mazda and Suzuki were both moved out into the main entranceway of the workshop, then the Alfa was pushed in front of them. This cleared a pathway so that the by now engine-craned engine of Big Red could begin it's journey home. With Wade pulling and Graham pushing, and steadying the engine, it proceeded past the '34 chassis and '41 front clip, was backed, filled and turned to align it with the narrows, aka the space between the Soarer and the '41's left front frame rail, then pushed to that choke point. Once there the engine was raised on the crane so it cleared the '41's frame and then carefully pushed and guided past these obstacles. Then it was turned and aligned for final manouvering into Big Red's engine bay. Final manouvering turned out to be not so final after all. Why? Because the engine wouldn't go back far enough! For one Wade had set the boom of the engine-crane at one stop less than it's maximum extension, for another the engine crane was hard against the front mudguards (US=fenders) join together below the grill and also because the legs of the engine crane were up against the jackstands. Went back to POR-15'ing for a short time while Wade was getting things organised for the next attempt. This firstly involved pulling the engine back out of Big Red's engine bay, lowering it to the floor, setting it up again on wooden blocks to hold it upright, then re-extending the boom to it's maximum reach. Next was relocating the jackstands further aft under the frame rails. Lastly undoing the nuts/bolts holding the front guards(US=fenders) together. Then, attempt two, with Wade pushing, Graham guiding and pulling the fender apart on the right side, Mal guiding and pulling the fender apart on the left side, the engine returned to Big Red's engine bay. However then couldn't align it easily with the spigot shaft. At this point Rick was co-opted to provide more hands and help but still without success. Jack under the trans to provide better alignment opportunities, eyeballing of the alignment of engine to trans and another effort, still no go. By this time John had come over to lend a hand and Wade had despatched me (that's what gophers are for) for the large socket and bar for the front pulley nut. Raised the engine a bit, used the socket and bar and rotated the engine. At this point John advised the side gaps were OK but the bottom gap was about twice the top gap. Lowering of the front of the engine, then a few more part turns on the socket and bar some gentle pushing and in it slid! Easy as!

New gloves on and back to the POR-15ing. Wade then installed the front engine mount to the block and to the chassis and at this point took a well earned break. During all this the radio station tuned in was 2CH an AM oldies station or as I call it "old farts radio" they play stuff from the 20's to the 70's mainly, listen here to a Live Link. From the news bulletins, the humidity was ranging between 95% and 97% and Wade, with water running out and off him, needed some R&R after all his exertions. Refreshed, he then returned and bolted up the bellhousing, jacked up Big Red again, re-positioned the jackstands further forward and disconnected and removed the engine crane with Grahams help. With all that going on, by this time I'd completed my POR-15ing.

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Mal, want to come POR-15 some parts for me?! :D

Mal, your comments about getting the engine positioned made me think of that classic line from 'The Castle', about shifting the Kingswood to get to the Commodore, to move the Torana (etc etc) or whatever. One of my favourite movies.

Today we put the body of my '51 back on the chassis, enduring similar disturbing and demoralizing hiccups. We truly painted ourselves into a corner several times, with engine cranes that wouldn't extend far enough and snagged on front suspension components, and with spare wheel 'humps' that were an inch too low to get the chassis to roll under . . .

It was a comedy of errors until we used a couple of workshop S-Tools (- yes, bar STOOLS!!) and an 8x 6 inch RHS 15 feet long to get the body high enough for chassis to roll under. Subject of a future project blog (-when I am all better and the shrink discharges me).

Maybe BigKev could launch a new forum - 'Stuff-ups'. Might be a good move.

I wholeheartedly offer my condolences as a fellow restorer!

What a milestone! Putting parts back on the car is so much more satisfying than removing and refurbishing.

May it never again have to leave it's motor mounts.