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Board index » All Posts (j4busuit)




Re: Oil Pickup Tube - O-Rings?
#11
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Joe
That's what I figured (about the lack of mention in the book). It seemed like the "nut" for the tube was some sort of flared fitting that would do the sealing. There's a gasket listed for the senior cars - maybe that's what they're referencing?

Posted on: 5/26 21:04
Joe B.
Greenville, NC
1950 Super Deluxe Eight Touring Sedan, Model 2302-5
327 w/ Ultramatic, 6v+
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Re: Oil Pickup Tube - O-Rings?
#12
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Joe
OK perfect. What about between the tube nut and where it connects to the oil pump?

Posted on: 5/26 20:30
Joe B.
Greenville, NC
1950 Super Deluxe Eight Touring Sedan, Model 2302-5
327 w/ Ultramatic, 6v+
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Oil Pickup Tube - O-Rings?
#13
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Joe
Hey all. '50 model 2302 with a 327 here. Looking for confirmation on this - should there be o-rings where the tube connects to the oil pump and strainer? There's no mention of it in the parts book relative to group 5.1305, and some threads here on the pickup tube don't seem to mention them. However, it was mentioned in a couple social media sources, so I'm looking for that confirmation. I've got the pan down right now, so I figured this would be a good time to add them if they're needed. Thanks!

Posted on: 5/26 20:14
Joe B.
Greenville, NC
1950 Super Deluxe Eight Touring Sedan, Model 2302-5
327 w/ Ultramatic, 6v+
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Re: Wide Open Throttle - Dies
#14
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Joe
*sigh* I think it was largely my fault in not having the idle set correctly (again). I got it nice and hot, brought it down to 375(ish) in High, worked through the huffing and chuffing with the idle screws, and rechecked the timing. Everything was back on the spectrum. It wasn't THAT fast, maybe 475(ish), but seemed to be enough to bring the advances into play. Will get to road test tomorrow, but I think it's probably much closer to where it's supposed to be. Thanks, all!

Posted on: 5/22 15:14
Joe B.
Greenville, NC
1950 Super Deluxe Eight Touring Sedan, Model 2302-5
327 w/ Ultramatic, 6v+
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Re: Wide Open Throttle - Dies
#15
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Joe
Hahaha, got a good chuckle on that, Ross...

Got it figured out (sort of). The pump adjustment was off, closer to 9/16" stroke; brought it down to 7/16". This almost immediately solved the issue of the stall at WOT, but still noticed it just being a little, I'm not sure... lazy I guess, so now I go back to timing (because what else could it be). I stuck the light on it and it showed the 10 degrees I would've expected. But just for fun, I brought the timing up until it the engine started to stumble, and backed it off. I tried to put my timing light on it, but even messing with the advance adjustment on the light, I couldn't determine to what extent it was now advanced, but certainly flashing inches away from the marks on the balancer. Either way, it seemed responded well to this adjustment without discernible "pinging." So I can only assume that the timing was retarded.

So while I got the result I was looking for, I'm also confused. The harmonic balancer was rebuilt maybe six months ago, and it has NOS timing gears and chain. I'm relatively certain the marks on the gears were aligned when I installed them, and they went back on their respective keyed shafts without much fuss. Possible that the balancer was rebuilt incorrectly, or are there other reasons the engine would seem to want so much advance? Thanks, guys!

Posted on: 5/22 11:17
Joe B.
Greenville, NC
1950 Super Deluxe Eight Touring Sedan, Model 2302-5
327 w/ Ultramatic, 6v+
 Top 


Wide Open Throttle - Dies
#16
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Joe
Hey gang. Not really a major issue here, but would love to trouble shoot. The car is a 1950 Super Deluxe Eight, 327, Ultra, Carter 643s carb (rebuilt a couple years ago), mechanical pump pumping around 3.75 psi at idle, float height verified 3/16" per the Daytona instructions, distributor recently rebuilt...

Compression on this engine is lower - around 85 psi front to back. Head gasket replaced recently, valves lapped, lifters cleaned, but original valve guides and pistons/rings.

The car generally does everything it's supposed to it. It runs smoothly throughout the powerband, idles well, runs maybe slightly warmer than center on the gauge, 40 psi for oil at cruising speeds; around 10 at idle.

But, in the two years I've owned the car, I've never tried to wide open throttle the car from a dead stop. I've eased into it before, get sort of a running start, which has always yielded mixed results (although tonight it worked beautifully). Timing is around 10° (this was the advice from Advace Distributors, who rebuilt my IGP).

But from a dead stop, nothing to WOT, the car basically dies. No bogging, no delay, iust... total knock out. I take my foot off the pedal, it comes back, and I can continue. I typically ease into the accelerator and go about always down, which is about good to keep up with the traffic my neck of the woods.

I know she isn't a race car, and I most definitely don't want or need it to be. But I'm mainly curious here (because I was surlrised) - should it respond in some meaningful way from idle to WOT? Or is that just generally something you don't do with these cars. Like I said, it's 74 years old, but I figure it's better when all the systems in the car are working the way they're supposed (assuming this isn't normal). Thanks, all!

Posted on: 5/21 23:52
Joe B.
Greenville, NC
1950 Super Deluxe Eight Touring Sedan, Model 2302-5
327 w/ Ultramatic, 6v+
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Re: 1949 Custom Eight Fuel Pressure
#17
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Joe
I actually checked my mechanical pump pressure on my 23rd series 327 yesterday. Held steady at almost four psi at around 750 rpm.

Attach file:



jpg  Screenshot_20240511_221648_Gallery.jpg (1,356.90 KB)
225648_664026da4f954.jpg 1080X2316 px

Posted on: 5/11 21:25
Joe B.
Greenville, NC
1950 Super Deluxe Eight Touring Sedan, Model 2302-5
327 w/ Ultramatic, 6v+
 Top 


Re: fuel pump
#18
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Joe
Mine does this as well, thankfully just oil. I THINK that breather is supposed to have some sort of filter media. I know mine doesn't have anything in there, so I can usually see a little spritz of oil occasionally when I'm working on that side of the engine. Doesn't seem to bother anything. Just occasionally wiping down the heat shield and pump.

Posted on: 5/11 21:15
Joe B.
Greenville, NC
1950 Super Deluxe Eight Touring Sedan, Model 2302-5
327 w/ Ultramatic, 6v+
 Top 


Re: Differential Gear Thrust Washers
#19
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Joe
Well, curiosity got the better of me. I had planned to run it as is and working to just get the end play right, but the new gasket leaked after the third day of having fluid in it (gasket tore, sigh), so, knowing I had to do the gasket again, I took it down and decided to tear into it a little further. Here's what I found with that thrust washer I pulled out vs. a new-old one. Not sure what I pulled out of there was even for a Packard diff, unless it had just pancaked that badly.

So, we'll get those back in spec and do the other checks per the manual and get it re-hung.

Attach file:



jpg  20240425_091926.jpg (2,898.06 KB)
225648_662a5c5c2bc74.jpg 4000X3000 px

Posted on: 4/25 8:42
Joe B.
Greenville, NC
1950 Super Deluxe Eight Touring Sedan, Model 2302-5
327 w/ Ultramatic, 6v+
 Top 


Re: Differential Gear Thrust Washers
#20
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Joe
Awesome. Thanks, guys. Can confirm, nothing seemed particularly unusual from the rear end prior to disassembly. Was smooth and quiet.

In checking for end play, what is the best way to do this absent the gauge mention in the manual?

Posted on: 4/18 17:19
Joe B.
Greenville, NC
1950 Super Deluxe Eight Touring Sedan, Model 2302-5
327 w/ Ultramatic, 6v+
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