Xavier,

Thanks for adding your '56 Clipper Deluxe to the Owner Registry.

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John,

There wasn't an insulator between the pump and the block just the gasket. And there is copper tubing and not fibre bushings where the bolts pass through the pump flanges. The rest of the hardware is as you described "fiber washer next to pump, then a steel washer, then a steel lock washer next to the cap screw head" with the cap screw heads drilled for wiring. Thanks for your insights.

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Chris,

Welcome to Packardinfo. If you haven't already done so could you please include your newly acquired Packard in the Owner Registry with a pic and known history?

Again,

Thursday 10th July 2008

Couple of hours at the workshop this morning as we're off to visit our grand-daughters this afternoon.

Tidied up yesterdays painting. Then cleaned off the sealing edge of the bell chamber for the fuel pump, cleaned the pump filter and installed the filter and bell and then the flexible inlet hose to the pump. Next, examined the heat shield to determine how to re-install it and the other pump mounting bolt which I left with it. Took off the bolt, copper sleeve and washers and including a fibre washer in the set-up. This solved a little mystery because there was another fibre washer with the parts when I dis-assembled the pump but then couldn't figure out where it went or even if it was part of the pump dis-assembly stuff. Now I knew, so hunted up the other fibre washer which I found in the trash with the other discarded parts from the pump re-build. Then realised I should wait to put the pump back on as the upper heat shield bracket secures to the front inlet/exhaust manifold stud which hasn't been bought yet let alone replaced. So cleaned up the inlet/exhaust manifold block surface of overpaint then the surrounding areas of the drill chips and swarth from yesterdays Tine-Sert and Heli-Coil operation.

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Wednesday 9th July 2008

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Have to answer my own question here as I seem to remember something like "when all else fails read the manual". And that's what happened today in reading, rather than skimming the '41 Packard Manual, there it was all set out in glorious black and white. It's a filter and needs to be screwed right down, see pic's.

Arrived just after Rick at 7:40am and found Greg the Mobile Thread Repair guy already there and raring to go. Pointed him in the right direction, stood back, and about 2 hours later he removed the 2 broken manifold studs and inserted Tine-Sert's because of contact through to the water jacket. He also removed the broken thread of the trans stabiliser rod from the base of the tranny and the 5 broken fender bolts and inserted Heli-Coils into these.

In the meantime I carried on scraping the overpaint from the surfaced intake/exhaust manifold and applying a thin smear of grease as protection. Also POR-15'd Silver the air-dome cover which was rusty inside and the wheel studs. I know this isn't "correct", but I'm happy. Also made up a new rear battery clamp as I wasn't happy with the previous one I'd made. In making the 2 clamps some weeks ago I ended up swapping them around and the front one is just fine but what was the rear one left something to be desired.

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G'day Svarel,

Welcome to the site. Could you please include your Packards in the Owner Registry if you haven't already done so, including pic's and history, if known?

Tuesday 8th July 2008

Workshop only in the afternoon, Wade was cleaning up the '39 110 gearbox which he'd disassembled since I last saw him yesterday. As he was loading the pieces into the parts washer I included the dis-assembled fuel pump pieces because I was expecting the guy to arrive to do the stud removal at any time. In the meantime, after taking off the brass nuts from the 3 manifold studs that had detached from the block I cleaned the 3 studs, 9 brass nuts and 1 steel nut. Then when the stud guy still hadn't arrived called him to discover the small jobs he'd been doing had all grown into big jobs. So now he's coming tomorrow morning at 8am and that'll be my earliest start at the workshop!

Onto the fuel pump re-assembly, had all the new parts, cleaned all the pieces, now to work. By work, I mean watching Wade do about 90% of the hands on work of course! He'd spent a bit of time, while I was on the wire wheel, studying the '41 Manual. I'd also done some study, last night, reading the Motors Auto Repair Manual I have and it differed from the one Wade has at the workshop. But not to worry, as both sources provided help along the way. First the valves were fitted in the case of the pump. Then the oil seal washers and spring were fitted to the other half of the case. Some difficulties were experienced in firstly inserting the replacement seal but, with further examination and deduction because it differed from the seal that came out of the pump, it was successfully inserted. Next was compressing the diaphram and bolting the 2 halves of the pump together to assist in the next phase of hooking the pump arm to the slot in the diaphram post. It was very uncooperative to say the least but at last we managed to align and loosely bolt it together. And I say "we" here as I did get to turn a screwdriver at this point. Next was hooking the arm to the diaphram post, a task necessitating a
an alignment rod through the pump arm pivot bush and the alignment rod is driven out when the new pivot rod is driven in. Almost all done, as the diaphram has to be tensioned before the 10 screws holding the 2 halves of the pump are tightened properly. Here I was also hands on as Wade held the pump pushing against the lever while I tightened the screws up. The metal "bowl" hasn't been tightened on as yet for 2 reasons. 1) The inside of the bowl has some rust which I'll clean out and POR-15 tomorrow, and 2) There is a "mechanism" or "device" inside the bowl which we need an explanation for. See the anodized piece in the pic's please. It may be a filter with 2 nuts on posts which do not screw off but will screw down. 2 questions: Is it a filter, or if not, what is it? And should the nuts be screwed down or opened to the full extent of their travel?

I'll be left to my own devices over the next few days as Wade and Gina are going up the coast in the '37 Super 8 as it's their wedding anniversary. Sorry but I didn't ask how many years. The problem with the Super 8 hasn't been fixed but the carby guy believes it is because the seals for the new accelerator pump are being made "bigger" now to allow for wear on most Super 8's of that period and therefore preventing the pump from operating successfully. Wade is going to drive it for a while with this limitation in mind to see if it will free it up with use.

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Phil,

Welcome aboard Packardinfo, a great Site with plenty of experienced and knowledgeable Packard lovers willing to help and advise. As Kev said, please include your Packard in the Owner Registry together with a pic and it's history, if known.

and

Xavier,

Welcome aboard Packardinfo, a great Site with great people who are only too willing to help. My youngest son visited Belgium only a few days ago on his European tour and provided this quote "Belgian beer is awesome"! So from one awesome product, beer, to another, Packards.



And as Randy said, please add your car to the Owner Registry with a pic and history, if known.

Monday 7th July 2008

As the granddaughters came to visit this afternoon, only a couple of hours at the workshop this morning. In that time cleaned up the Overdrive Solenoid while Wade was re-timing the Super 8 as it still wasn't running right. Wade had a thought over the weekend that the timing mark on the harmonic balancer/pulley might be showing 0 degrees and not the 6 degrees he wanted. Wade checked it but as it still didn't fix the problem called the guy around the corner, who rebuilt the carb last week, for him to come and help sort things out as it might be the accelerator pump playing up.

And soon after arriving I got the phone number from John of the guy who does in-car broken stud repairs and called him to tee-up his services. In between a seemingly never ending coughing bout, as I'm just getting over a touch of the "lurgi", managed to arrange for him to come tomorrow after lunch. Besides the 2 snapped intake/exhaust manifold studs there's the snapped transmission locating rod ball joint thread in the bottom of the tranny housing and about 5 of the front fender studs, where they mount the rear of the fender to the front of the body.

My major task this morning was dis-assembling the fuel pump, and was accomplished with a fair bit of help from Wade as he was waiting for the carby guy to arrive so he filled in the time riding shotgun and closely examining the fuel pump. This was because neither the '41 Packard Manual or the Motors Auto Repair Manual we have let alone the "instructions" with the pump repair kit contain much in the way of an explanation on this. Anyway it's now apart, partially cleaned and should be re-assembled tomorrow with the new kit in it.

Left Wade with the carby guy, as he arrived just as I was leaving, so we'll find out tomorrow how things went. Wade had also mentioned that, if time permits this afternoon, he'll take John's 110 clutch and pressure plate over to the re-builders.

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