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To add to the Texas theme here's a pic.

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Tuesday 19th October 2010

First job this morning was completing the EE-23 so it could go back on Big Red. Yesterday one of the slotted headed bolts which hold the top of the carb to the body, the one which holds the heat shield, was found to be defective. Overnight Wade had located a replacement bolt at home and the final assembly of the carb was completed. With the EE-23 back on Big Red, linkages, fuel and vacuum lines were re-connected and she was fired up. And as my youngest son might say....sweeeeet! Started right up, accelerator pump now working and smiles all round.

Now Mat, onto the '34, and you know that old saying about there's good news and there's bad news? You asked Wade to have a look at the front wheel bearings so that's where we started. With the front of the '34 up on jackstands both wheels were removed. Then the right front brake drum came off, also removed the backing plate as a complete assembly. Now here's the good news, the front wheel bearings, well at least the right side are OK. The bad news? Looks like the kingpin bearings have seen better days. Also from what I saw of the brake linings the right leading shoe is only contacting the drum in two places, at the beginning and end of the shoe, probably giving only about 30% lining area contact at best.

And that's where I left things, had an early babysitting appointment, so Wade has to tackle the left side on his lonesome. I also asked Wade about your question regarding using the '36 water pump and his answer is he won't know till he sees it. The '34 water pump turns eccentrically to tension the fan belt/s. Maybe that's why that idler pulley was fitted if the mechanic didn't know that or for some reason that part of the pump was broken? While later, and I don't know how much later this came in(Big Red, a '37 has it), adjusting the generator position was the means by which fan belt tension was achieved. These later generators are mounted on the left side of the engine in a more conventional location on a bracket. While the early generators, as you know, are driven off the timing chain, on the lower right of the engine. Now I might have this all @r$e about and if I have I'm sure I'll be set straight real soon!

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Thursday 21st October 2010

Arrived at the workshop to find Mat's '34 much as I left it on Tuesday. Wade had gone onto other things on Tuesday afternoon, one of which was dis-assembling the old water pump from Old Blue. Reason being there's a '36 120 water pump coming in tomorrow for re-build so Wade wanted to familiarise himself with one the same before he starts on the '36's. Old Blue actually has a '38 120 water pump on it which was rebuilt when Wade rebuilt the engine some years ago, later 120 pumps are different from the earlier 120 pumps. And this morning Wade was waiting for Chris, Starliner, to drop in to pick up his '54 Clipper aid package from pepepackard. Chris had swapped a pair on new repro Clipper taillight lenses with Pepe for a pair of good '54 Clipper taillight bezels. Wade was the courier for this transaction, during the National Rally handing the lenses over to Pepe in exchange for the bezels. Besides picking up the bezels Chris had a few questions for Wade, one about the seal for the tailshaft yoke on his Clipper, another about the clock in the Clipper and the fact it's been converted to 12V(before Chris bought it) and last about wiring on generator windings.

But back to the '34. Wade had been in contact with Dennis at ABC Bearings on Tuesday and Dennis was able to source the 4 cups and cones required for the king pin bearings yesterday. While waiting for Chris meanwhile, the left side brake drum, backing plate and stub axle of the '34 were removed and the wheel and kingpin bearings cleaned up. Again the wheel bearings look OK but these will be more closely inspected after the kingpin bearings are replaced and the stub axles re-installed. So once Chris departed we took a trip over to Dennis and ABC Bearings, this time traveling in style in Big Red. Picked up the bearings and had a good yarn with Dennis and his offsider as well, never hurts to keep the parts suppliers happy and on-side!

Back at the workshop it was then a matter of putting things back together, which was easier said than done. I didn't pick up on this earlier, even though Wade had expressed it, but the king pin bearings now being used are different from the originals. At some time in it's past the '34's king pin bearings have been replaced with something different, similar but not the same! The bearings from ABC match these replacement bearings but because they are not a direct cross to the originals the Packard Parts X-Ref won't be updated with the part numbers used. Finished up the day by re-installing the new right side bearings and the stub axle. Doesn't seem like much was accomplished, but with a BBQ lunch together with some red wine to wash it down as well as another early departure by Wade, which is getting to be a habit, it's reasonable in the circumstances.

And Mat,
Quote: Again I have to eat humble pie, , the brake shoes are contacting OK, it's this ignorant writer who got it wrong! Should have asked Wade rather than make assumptions, was put straight today!

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Friday 22nd October 2010

Only dropped onto the workshop for a few minutes late this morning after donating blood plasma earlier. Wade was there but otherwise occupied so no Packard work today. The '36 120 water pump did come in and on appearances and feel(there must be rocks in it, big rocks, it feels so lumpy when turned!) looks worse than the one off Old Blue! Wade said, depending on what it looks like when opened up, he may rebuild the Old Blue pump instead.

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Mal's picture is labeled:
Quote:

Mal, you are the master of the understatement.

Monday 25th October 2010

Arrived at the workshop to find El Presidente, Michael, of PACA with his '54 Convertible. He'd brought it over for it's annual mechanical and safety registration check. So, while Wade went with Michael in the '54 to the registration mechanic around the corner, I busied myself cleaning bits and pieces from the front end of the '34 which hadn't been cleaned yet.

Then after Wade's return and Michael's departure it was onto the '34's front end again. Last Friday Wade had gone back over the right kingpin setup again because there was a little movement in it still, even with the new bearings. Because the kingpin bearings aren't correct there needs to be extra "fiddling" to ensure it fits correctly. In this case replacing the home-made shims with something more appropriate. So today it was onto the left kingpin, again "fiddling" was required and once again the home-made shims were replaced. Wade tells me the original kingpins had ball bearing, bearings. While the ones now in the '34 are roller bearings, so someone in the past has changed them out.

Next we re-installed the steering arms into each stub axle then re-installed the complete brake backing plate assemblies. Replaced one of the backing plate nut and bolts, someone had used a whitworth nut and bolt, with a Packard UNF nut and bolt. At least now you can use the same spanner(wrench) for all the backing plate nuts and bolts.

Then it was onto the front wheel bearings. While Wade walked around to Repco for a fresh tub of wheel bearing grease I cleaned up the brake drums. And in doing so discovered that the left outer cup had what could only be described as grooves in it. Additionally the cup was loose, being able to be turned by hand in the snout of the brake drum. While the right outer cup has a brass shim between it and the wall of the snout, and it also has grooves. Wade upon returning from his shopping trip examined the cups and deduced they are not correct for the cones being used. Means a trip to ABC Bearings tomorrow with cup, cone and brake drum in the hope Dennis can come up with something to suit.

Stymied on finishing the front end then turned to another aspect noted during the course of dis-assembly and re-assembly of the steering arms, play in the steering box. This was also experienced first hand by Brian when he drove the '34 back from South Australia. All the other components in the steering system were tight but there was a lot of slop when turning the steering wheel. Fortunately there's a "nut" on the side of the steering box which can be turned in or out to provide adjustment for play in the box. Simple? Yes, but only after you can turn the adjusting nut. Seems someone had been there before and getting the adjusting nut to break free was a minor drama in itself. Solved with a 1" open end spanner(wrench) the other end of which was encased in a piece of metal tubing flatted to accept the end of the spanner(wrench). As Archimedes said "Give me a lever long enough and a fulcrum on which to place it, and I shall move the world." While we didn't need to move the world, turns out about 3 feet of tubing over a 1" spanner(wrench) was perfect for breaking free a stuck adjusting nut. Now when you turn the steering wheel all the components in the steering system turn too.

Couple of other little things attended to were a loose nut on the shield between the steering box and the exhaust pipe. A nut had been temporarily fixed there on the trip back and was replaced today with a more correct one. Also the linkage for shutter stat mechanism hadn't been functioning properly, which Wade and Brian also temporarily fixed with a brass nut and a larger nut as a spacer. A more correct nut has taken its place and adjusted so the linkage should now do its job properly. Forgot to take a before picture of the temporary fix and am wondering why Wade didn't want to recreate it for me, so I could, after he'd fixed it?


And here's a little bit of '34 Packard "info". While Wade was fixing the shutter stat linkage I noticed a cut-out in the firewall for the accelerator pedal to carburettor linkage on the left side of the firewall but there was no linkage there because this is a RHD car. Wade then showed me the plate that covers the steering box mount on the left frame rail on RHD cars. Seems it came from the factory with both sides set up to accept either system, LHD or RHD. Then while under the left front mudguard looking at the steering box cover plate I happened to notice the two 11/16" nuts holding the cover plate for the headlight wiring, and probably the headlight too, were loose, very loose! In fact, almost at the point of falling off! Wade tightened these up and then checked the right side. Good news, they are tight, but....one is 3/4" while the other is probably Whitworth!

Quote:Quote:Mat,

I understand there's been a development regarding the '36 water pump with The Flackmaster identifying it as a 120 pump! Wade's now thinking along the lines of machining your present water pump to accept modern bearings and seals.[quote]

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Tuesday 26th October 2010

Thought I'd be getting into the workshop a little later than usual because of a doctors appointment this morning. Turns out I got in a lot later because I had to cancel the appointment so I could help our daughter with the granddaughters one of whom had her tonsils removed yesterday. All worked out well, luckily even picking up another appointment for later in the morning because the next available one after that was a week and a half later!

I had intended to accompany Wade on his rounds this morning beginning with ABC Bearings because of the followingQuote: Dennis said the cup is the correct one for the cone and it's foreign matter which has damaged the cup! Dennis did source some new cups and cones but had only one cup in stock which Wade promptly purchased with the others on order. Additionally Dennis was able to provide Hernon Cylinlock, an Anaerobic Retaining Compound, to be used between the cup and the snout of the brake drum. This compound will set, and fill the space between the bearing and the brake drum, it's good for up to about 0.006".

From there Wade went to Hare & Forbes for new belts for the linisher and some other workshop consumables. Then it was onto dropping off Barry's '38 Twelve heads and manifold for hot tank cleaning. Finally into see Graham Wilkins before returning to the shop where I found him knocking out the right front outer wheel bearing cap. Old cup out, cleaned up both the new cup and the brake drum snout to use the Hernon Cylinlock and found out it was not brass shim(see above) but has actually been brazed! Regardless of that coated both the inside of the brake drum snout and the outside of the cup and seated it in place in the brake drum snout. And that's as far as things went with the front end, have to now wait for the rest of the bearings to become available to put it all back together.

Went on from there to do a little housekeeping with the '34. On the trip back from Kangaroo Island Wade and Brian had to continually top up the engine oil because of oil loss from leakage. A small pool of oil had formed under the '34 once it was up on jackstands, and examination by Wade determined most of the leak seemed to be coming from the oil pickup cover plate on the bottom of the sump(pan). To fix that had to drain the oil and also took the opportunity to change the oil filter. Once most of the oil had exited the sump(pan) Wade proceeded to undo the nuts holding the oil pickup cover plate. And following from yesterdays discovery almost didn't need a spanner(wrench) to loosen the nuts. One nut was only finger tight while the other five only required minimal pressure to move. It didn't help that none of the spring washers had any tension left in them they may as well have been flat washers! Anyway oil drained, cover plate cleaned up, new washers and a MBM gasket later the oil pickup cover plate was 'secured' back in place. And while he was under there Wade checked the sump(pan) bolts and found ALL of them were missing a lockwasher! Something like 26 new spring washers later, and a new bolt to replace a missing one, the sump(pan) was likewise 'secured'.

While Wade was ensuring engine oiling 'security' I took off the sidemount spares. Why do that? Because the front tyres are wearing unevenly, with the left front being close to bald. Wade suggests that a proper front end alignment is now required. Especially following the steering box adjustment and the kingpin and wheel bearings being replaced, its a perfect time to do so. Replaced the wheel/tyre combos in the sidemounts with those from the sides they'll replace. This should give the wheel alignment guy some clues as to whats been going amiss.

Wade tells me Mat looks like he's going to go with an alternator instead of a generator. Mat was telling me before he left for Hershey about the price of these from Max and presume from that the generator he picked up over there didn't check out too well. Apparently the '34 will require some re-wiring, which could be a good thing anyway, because there are a lot of 'loose' wires around the place at the moment.

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Wednesday 27th October 2010

Missed getting to the workshop in the morning, more playing with granddaughters, what can you do? In my absence Wade had phoned ABC and learnt the remainder of the front wheel bearings had "just arrived on the truck". So after picking them up and finishing re-assembly of the front end went on to adjust the front brakes as well as the front brake cables.

That's when I arrived and the next thing was to put the front end of the '34 back on the floor. From there the sump(pan) was filled with fresh oil and the '34 started up. Well, that was the plan, reality was somewhat different. Didn't turn over too quickly on the '34's battery, plus I was doing duty as the manual choke activator during the starting procedure. Didn't want to fire up at all. So then used Mat's booster battery, turned over even slower! Then used one of the shop's boosters, turned over rapidly but still didn't start. Thought the '34 might be out of fuel and fortunately Mat had a 10 litre carton in the trunk so that was emptied into the fuel tank. Back with the shop booster and away she went and, from appearances, no oil leaks like before. And a question for Mat - Where is the charging lead for your booster battery?

From there turned to the back end of the '34, to adjust the rear brakes. Jacked up the back and jackstands positioned under the axle plate at each side. Right rear required a lot of adjustment while the left rear just needed a touch in comparison. But, while under the rear, Wade noticed one of the axle U-bolt nuts had a gap of about 1/4" between it and the mounting plate. This will be rectified once we can get the '34 up on Rick's hoist, but we'll have to ask nicely. And had a scare while Wade was under the rear of the '34, he noticed an oily looking puddle under the engine. Turned out to be fuel, so maybe the '34 wasn't out of fuel when we were trying to start it earlier!

Returned to the front of the '34 and the water pump. Failing a replacement pump being available, this one needs to be rebuilt so had to come out. First needed to drain sufficient water out of the cooling system. But the cock on the lower radiator outlet couldn't be accessed so an alternative point of water egress was sought. This turned out to be the hose between the bottom outlet and the inlet neck on the side of the block. The hose clips holding the hose to the inlet neck were loosened and, using a very strategically placed and very large tray under the car, the outflow was very successfully collected. The cast iron inlet neck was also removed from the block because it was also a leak source. Then off with the fan, nuts and holding collar removed and the water pump was removed from the '34. Doesn't look too healthy with one of the impeller blades brazed in place and a copper(brass?) plate on the end of the impeller blades. Wade started dis-assembly but the grub screw holding the impeller to the shaft is proving very stubborn to remove and will be addressed tomorrow. Did make up a MBM gasket for the block inlet neck in readiness for re-assembly. And just before I left Wade was sitting on a stool directly in front of the left front wheel and tyre and said it looks like it's pointing out a bit. If that's the case it explains the badly worn left front tyre, and probably means some major corrective surgery!

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Hi Wade & Mal,

Looks like that car is keeping you both busy. The charger for the booster should be in the trunk.

The water pump has sure seen better days... Can you confirm what year/model water pump that is and i'll make a few last minute enquiries before i come home.

Lets hope that the front wheel is okay, how are all the other tyres looking for tread?

Many thanks,
Mat

Thursday 28th October 2010

Couple of hours only at the workshop this morning. First up was the '34's water pump, specifically the grub screw locating and holding the impeller on the shaft. Yesterday the grub screw wouldn't budge, so it was left to soak overnight. Then using one of John's allen headed sockets, and ensuring a good fit, once it started moving it came out easily. Then onto the fun parts pressing the shaft out of the impeller, pressing the shaft, bearings and spacer out out of the water pump housing and finally pressing the bearings and spacer off the shaft. Have a 20 ton hydraulic press which helps this process a whole lot but pushing the shaft out of the impeller proved difficult. This was not helped by, at one stage, not having enough clearance for the pump bearing. Also required the judicious use of heat on the impeller, remembering one of the blades has been repaired by brazing. All apart, and cleaned up, could see there wasn't much in the way of packing, no wonder it leaked. And the bearings had been replaced at some time in the past but will be replaced again anyway to ensure they won't be a problem in the near future. Wade called Stan to tee him up for the machining work necessary for the ceramic seal and will source that and the new bearings, probably this afternoon, from ABC Bearings. Also re-installed the block inlet neck together with the MBM gasket.

After that turned to the '41 which I driven down this morning in anticipation that Wade could have a look at a few things. First up were the windscreen wipers. These had stopped working while in South Australia last month and because I drove the car in the rain last Sunday to a car show was keen to see it fixed. Wade assumed his usual upside down under the dash pose and determined the wiper motor is working(it's a '41, so it's electric) but that's not translating to the wipers themselves. Because getting at the wiper motor, to give a bit of elbow room, requires removal of the radio so given the limited time I had available that's going to be a job for another day. In meantime I'll invest in some Rain-X so I have some semblance of vision if I'm in the rain again before the wipers are fixed. The other matter was the turn indicator switch on the steering column. This had given up the ghost the day before departing for South Australia. The other day, in talking to Wade about the switch, a flimsy item I'd bought off eBay to replace a similar switch which also died, he mentioned an alternative switch. This was a Hella 4208 Switch so that afternoon found some local suppliers but the $140 cost took my breath away. No doubt I will go that way but until then wanted to pursue less costly alternatives. So this time sitting upright behind the steering wheel Wade removed the switch cover. Because it;s so flimsy the arm had jammed up and off the indented bar it follows. Fixed with a little grease and determining that just a little backward pressure in operating the switch ensures it operates correctly.

And yesterday I received a query from a PackardInfo member concerning an exhaust manifold he'd picked up but couldn't positively identify. He knew it wasn't a '37-'39 but wondered if it might be '33-'34. Looks the same as the one on Wade's '34 and also the one on his spare engine, so it's '34 for sure. But whether it's '33 also we're not sure, but probably is, because there was a fair bit of commonality between those years. Hobb's, would you care to comment?

Quote:Mat,

Thanks, had a look in the trunk yesterday but couldn't see the charger. Have to be more methodical next time round.

Water pump is a '34.

Doubt it's the front wheel being out of whack, Wade suspects the axle might be bent.

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