Friday 20th June 2008

Didn't get to finish up the battery hold down clamps. Instead started by cleaning off the POR-15 overpaint on the surfaces on the front cross-member to mount the steering crank arm. Next was lubricating the bolt, sleeve, washers, including the belleville washer with grease then inserting the sleeve and washers on the crank. The engine was then jacked up to give clearance for the next part of the procedure. While I lay under the car Wade inserted the steering crank and sleeve through the slot in the back of the front cross-member and I then inserted the bolt through the sleeved crank and Wade installed, tightened and split-pinned the castellated nut up top. Finally out with the grease gun again and a good initial charge of lubricant was forced in with a wiping off of the excess, and the steering crank is now firm and ready for action.

Next up was installation of the new front oil seal so I spent some time gasket cementing, with Loctite No3 Non Hardening Gasket Cement the front block surfaces, the gaskets, and the timing cover. What a sticky, messy part of the process and now I know why Wade was so keen for me to learn all about this! I thought the next part would be relatively easy, the installation of the timing cover, but it was not to be. Wade installed the new oil seal on the crank snout and with the gaskets stuck to the block and pan by the gasket cement the timing cover was carefully positioned and slid into place, or so I thought. I wasn't careful enough and managed to push the portion of new sump gasket out of alignment. So I left it to the expert and Wade had a go with much better results. Then, as I lay under the engine trying to align and install the front sump bolts into the bottom of the timing cover, Wade tackled the bolts around the front of the cover. Lot of struggling to get the right alignment as it probably depends on the tides, moon, planets and stars being in their correct cycles to be able to get it to all come together. And as Wade said, it's easy to do all this when the engine is on the bench! Did have some particular difficulty installing one of the bolts which also retains the timing pointer and after some struggle Wade finally got it to go. I then tightened up all the bolts only for Wade to then tell me the timing pointer wasn't right. So after a look at the pointer on Wade's '37 120 which was different so didn't help I took it off and reinstalled it turning it around and, voila it fitted. Also, didn't require the Wade touch to do up the previously troublesome bolt this time round. With the harmonic balancer, after being lightly lubed for the new seal, I was able to then push it on to the crank snout and using the rattle gun tightened it up.

The radiator was re-installed next and required some manoeuvering before it was nicely in place. This included taking it out after the initial attempt because a new drain spigot had been installed even though I had sent it out without one, told you Dave was a good guy, because we'd taken the original off in order to remove it from the '41. Only two bolts are holding the radiator in place at present but this will be rectified in the near future.

Next was the re-installation of the front engine mount. I'd bought the new rubber half pieces for it some time back and Wade must have spent a good half hour searching for them before they were found in one of our parts recepticals of choice, an empty plastic ice-cream container! Now we had all the parts, so the mount and half rubber were pushed over the nose piece on the front of the block with the retaining cup and other half rubber following suite. Then, because of the uncompressed depth of the new rubbers the 2 retaining bolts couldn't meet with their respective threads in the block. After a longer bolt of the same thread was found this was used initially to compress the rubbers so that the shorter bolts could be then installed. So far so good. Then Wade suggested we check that the fan belt could be installed and the engine was lowered on the jack so that the flanges on the bottom of the engine mount were contacting the front cross-member. Just as well, because the fan belt wouldn't or couldn't be installed past the lower pulley. Then out with some 1/4" thick rubber sheeting I'd bought, primarily for the battery mount and to fill the heelrest areas of the front floorpan in lieu of the deteriorated composite originals, and a couple of about 2" x 2" rubber spacers/mounts were quickly produced by Wade, a man of many talents. He said he also did this in his '37 120 when he rebuilt the engine in it some years ago. With one engine mount on a flat surface, the right side one, we started on the left side because it was on the sloping front cross-member surface. It took a bit of nudging, jiggling, pushing and raising of the engine on the jack to align it and insert the bolt. Same with the right side before it too had the bolt inserted and both nuts were then pulled up tight. A note here, I see there are 2 lots of mounting holes for the engine mounts and also for the large bottom bolt for the radiator mounting. I suspect these are for the Senior cars with their longer engines, am I correct?

And Dave, had another discussion with Wade about water flow on the Super 8's. Much more educational this time as Wade was able to use Kevin's '35 engine sitting on the bench for instructional purposes as it's almost a bare block at the moment. He's quite confident that he won't experience any flow problems or deprivation. Also he was quite taken with the replacement of the heat exchanger core with a length of flexible finned high pressure tubing shown in your pic!

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Thursday 19th June 2008

Wade wasn't getting in till later in the morning so I started on making some retaining clamps for the Optima battery which will sit on top of the frame in the engine compartment over the steering box. A few days ago I picked up a length of aluminium bar from my Dad's place to use as the raw material for the clamps. He'd brought about a dozen of the bars home about 40 years ago, when he worked for a wood working machinery importer, and since then they'd been used as shelving for a pot plant stand! Now they'll do sterling duty as "custom" Packard battery hold down clamps. Each bar is about 30" long by 1&7/8" wide and 3/8" thick. I only needed 2 small pieces, each about 1" long, so there's plenty left for other purposes if required.

Although from trial fittings we knew the battery would fit, first up was measuring the distance, centre to centre, of the rods welded to the top of the frame which is 11". Then measuring the length of the Optima battery. Initially the length from hold down flange to hold down flange, 10", then the case length, 9 & 3/4" and the width of the flange, 1 & 3/4". I then found a round container, a small plastic fast food container which was almost the same diameter as the end of the Optima. Then drawing up a template of the clamp using the measurements obtained on a piece of paper and transferring that to the bar. So far so good. Next, because the end of the bar had a hole drilled in it, the end was hacksawed off. More hacksaw cuts followed until there were 2 approximately equal blanks. Using a half round file then followed roughing out of the radiused ends of the clamp from their initial angled hacksaw cut shape. And at this stage I'm glad I used aluminium as it was very easy to file but with my lack of skills and general inepitude I was always worried I could take too much off in the process. But taking it easy, and with many trial fittings against the Optima, managed to end up with 2 reasonable battery hold down clamps, even if I do say so myself. At this point I found that the Optima has different width flanges at either end of the battery. Fortunately the end I measured was the wider one so both clamps fitted the flanges. Then drilled a hole in the clamp being used at the rear of the battery, no problems. But in another trial fitting I found I'd miscalculated the positioning of the holes for each clamp. Not to fear though, there was enough meat in the clamp remaining to be drilled to position the hole probably another 3/16"" from where I'd initially marked it to closer to the end of the clamp. And another fitting immediately after drilling bringing relief to me as it worked! Then I decided to get fancy, as the Optima flanges have a face at a 45 degree angle which leads up to the flat face on the flange. So out with the hacksaw again to cut a square section on the bottom inside of the clamps and then wielding a big flat file to obtain the 45 degree chamfers leading to the flange hold down lip. Note, a piece of thick rubber will be used under the Optima as a base and will be located by holes through which the battery clamp threaded rods will pass.

By this time Wade had arrived and I showed him my handiwork. Hope he was suitably impressed, because I am, although there were a few small slips along the way I've actually made something for the '41! Although they are not finished requiring clean up and polishing so they present well. Oh, and overnight Wade had found me some nuts and washers to use so once again he's looking after me! Because Kath and I were off to see the grand-daughters this afternoon, thats where I left things and will finish up the clamps tomorrow.

And Dave, discussed your latest advice with Wade and he advises that he saw your post but his setup for the cooling is a bit different. It incorporates a cooling tube where water is directed to the bottoms of the valve seats and apparently this is covered in a Packard Service Bulletin. Didn't fully understand what he was saying but I'm sure you will.

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Wednesday 18th June 2008

At the workshop started by taking down the wired up parts painted Monday. Then assisted Wade, after he'd installed the oil filter conversion, as he was cranking over the 34 engine with the plugs out to ensure oil was flowing following the filter conversion. He has rigged up an oil guage to measure the pressure once he actually fires the engine up and in this cranking stage is looking for signs only that the oil is flowing. So while I stood on the right side watching the guage Wade connected the battery and cranked the engine over. Nothing, not even a flicker on the guage(this was somewhat expected because it's only turning at starter motor speed). So the guage was disconnected along with the outlet pipe from the oil filter and this time struck oil, as I was now poised with a plastic dish to catch any flow from the oil filter, which occured right at the end of the crank cycle. At this point the battery was dying so it was put onto the charger and would be caught up with later.

Went back to tidying up all the previously painted parts. However before I got too far along with this task Noel arrived in his '39 120 Sedan. Wade had arranged with Rick to use his hoist for the work planned which Noel had teed up with Wade last week. This was to cover the right rear shock link which had become detached, a new pinion oil seal to solve the oil leak there and looking at the horn which was tooting intermittantly all on it's own accord! That was to be the plan but, like many things planned around Packards, things don't always work out. First there wasn't a replacement shock linkage. I think Wade thought he had one but I don't think he did or the ones he had were different to the one required. Then the replacement seal Noel had turned out to be a rear transmission seal and not the diff pinion seal required. There was also no joy in trying to track down where and why the horn was tootling way. And along the way it was found the transmission stabilser rod was broken. I found this out courtesy of a Noel practical joke having mentioned that I was looking at one on eBay for my '41. He called me over at one stage to say I could have his stabiliser rod because he was getting a new one from the US, and at that stage I wasn't aware his was broken. On seeing the stabiliser rod under the '39 saw the front end, the part I needed, was drooping down because the ball had popped out of its rubber case. Thanks a lot Noel, get a guy's hopes up then tear them down! Then learned from Tony, Noel's mate who's helping him with his '41 Coupe restoration, that in fact the rod has the Packard front (which has now failed) but he had grafted on a Datsun tie rod end at the back because there wasn't a back piece. Tony is a retired panelbeater and he's also making engine side splash shields for both of Noel's Packards. And he's going to make me a new front fender lower brace because one of mine has been bastardised to make it fit after being broken. So although big things were planned for Noel's '39 in the end not much happened except Tony was able to access it easily to measure up for the splash shields.

After Tony, then Noel left, I removed the timing gear cover and cleaned and painted it. Also cleaned the gasket surfaces on the block and sump in preparation for the installation of a new crankshaft oil seal. And talk about watching paint dry, so left that and back to helping Wade with the oiling up of the '34 engine. This time I was poised with a rag and, after a looooong cranking session and just as Wade stopped cranking, oil bubbled out of the fitting on the right side of the block I had my attention on. So after connecting up the oil guage again to this fitting some further cranking was tried but by this time the battery had had it. So it's on overnight charge and Wade will do and check it again tomorrow. Wade also cut some threads on the rods welded to the top of the left from frame above the steering box where the battery will be mounted. This is where the long term former owner, from '61 to '06, mounted the batteries in all his Packard which came with underseat batteries.

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And Dave,

Wade and I actually talked today about the feedback he's been getting in regard to his oil filter conversion and we both agreed it is far far better to be getting this advice than not. We took it as advice and not criticism and, if there's anything which might impact on the operation and performance of the engine, nows the time to air it and not afterwards when it would be too late. So I'll make sure Wade's aware of this issue, but I'm pretty certain water is still circulating through the oil cooler housing and it hasn't been blocked off. And again,

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John,

Thanks for your concern re Wade's oil filter/cooler conversion and the hose and fittings utilised in the process. There are at least 2 things which mitigate against this, being Wade's many years experience in the aircraft industry and his utilisation of Pirtek, a major hydraulics company here, for advice, supply and installation of some of the fittings. I'll refer your post to Wade of course and I'm sure he'll take your concerns on board.

Tuesday 17th June 2008

After my earlier post today received a call from Dave of JJ Smith Radiators at St Peters, an inner southern suburb of Sydney, to let me know the '41's radiator overhaul was done. So after dropping my wife at her sister's for the day at Rouse Hill, which is an outer north-western suburb, backtracked to St Peters and picked up the radiator. Dave said that the major work to the radiator entailed fixing a crack in the top tank, a core leak in a lower corner and the overflow tube was blocked, as well there was relatively little sediment in it. One of the reasons that Wade suggested having it overhauled was because of the overflow tube was crimped and he thought there could well be a blockage there, so chalk another one up for Wade. As the pic shows there is surface flattening to the fins but there were no leaks, as evidenced by the pressure testing undertaken, and the flattening is purely surface and cosmetic damage. I'm glad it didn't have to be recored as the cost then would have been much much more, and all this at a cost of AU$150.00, about US$137.00, and Dave even threw in a new 4&1/2lb cap when I said I needed one. He mentioned that he likes to look after the "resto" guys and he's certainly doing that, Dave's one of the good guys.

On my way back home went to the workshop to drop off the radiator and at first thought Wade wasn't there. But after depositing the radiator found him, along with Barry and David, two other members of the Packard club sitting in the office chewing the fat. Barry's the guy who I met when I went to see the '41 after it first arrived in Oz and he was there picking up his '51 Convertible. Tells me that he's now got his 327 9 main and the O/D trans back and they are ready to be put into the car. He says the next job is to install the new floor pans he got in the US a couple of months ago. He's picking them up tonight, from Belmont(about 80 miles north of Sydney) from the guy who imported our cars, on his way home to Tamworth(about 300 miles north-west and inland from Sydney). This was the first time I'd met David, who's from Wauchope(about 300 miles north of Sydney near the coast), he's got a '29 626 Sedan, '34 1101 Coupe and a '36 7 Pass Sedan. After showing Barry how to do a reply to a post in Packardinfo, something about the blind leading the blind comes to mind, he's set to unleash himself on the Forums and has a wealth of Packard knowledge to share. I then got into David's ear about joining the Site and putting his car's into the Owner Registry at least. Also got on to Barry's case about the same subject. All in all a very enjoyable half hour was spent with these blokes before they departed.

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And Dave,

Got your post up on-screen for Wade when at the workshop and he assures us that all is OK with the ID of the fittings, etc being used. Again, for your concern

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Dave,

Wade, the guy helping me with my '41 Coupe, is doing this conversion for his '34 restoration and is thorough, experienced and particular in his approach to solving problems or in this case engineering a solution for the oil filter he's fitting. So I would think he's already addressed the concerns you've raised. He also reads the posts here from time to time, but irrespective I'll raise these matters with him so that he is conversant with the matters you've raised. Thanks for your concern, it's much appreciated, as I can see you're looking to avoid what could turn out to be a catastrophe.

Tuesday 17th June 2008

Woke this morning to find that Forum member Turbopackman had forwarded an eBay listing of a Lower Transmission Stabilizer Rod which I require because the left hand threaded section on mine has snapped off. Thanks Eric. We now won't have to pursue Wade's proposed fix which he was talking about just yesterday, what a co-incidence!

And while I'm here, a couple of things I forgot to mention in recent posts. Thursday last week, on his return from the Border Run to Berri, Wade arrived with a Gel type battery for the '41 which came via another Packard club member from Melbourne, Victoria. And on Friday I dropped into Lee Bros, the specialist fastener supplier, and picked up some copper sump plug washers.

Also this morning another Forum member, Heather Moss, had emailed me some pic's from the Border Run including her '39 Super 8 and ANOTHER '41 Coupe. I note there are a few external differences compared to my '41, notably the front bumper and the lack of running boards. I will make contact with the owner, as another '41 coupe owner to satisfy my curiosity concerning these features, and just to talk "Packards".

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Monday 16th June 2008

After donating plasma at the blood bank earlier arrived at the workshop late morning to find that Wade wasn't there. Further cleaned up the engine prior to painting and wired up the smaller parts in preparation. Then rang Wade to find he was literally overhead having just arrived at the carpark on the roof of the workshop. He'd been to Pirtek, a hydraulic hose specialist, sourcing parts for the '34's oil filter conversion. Took a number of pic's of the oil filter parts and setup today and will post these along with a description of the setup in the near future.

Proceeded then to mix the Packard Green paint and hardener for the engine and parts requiring painting and applied a coat by brush, leaving the old spark plugs in place. The engine painting is going to be done in a number of steps because I'm now going to remove the timing cover and tappet side covers and paint these separately. I'll also paint the sump separately as it is currently resting on the blocks which gave clearance for removal of the steering crank pin. Once the steering crank pin is re-installed, and the new front engine mount rubbers are installed then the sump will be done. After the engine and related parts were finished more parts were wired up and POR-15'd black.

I had hoped to add a surprise here as a photographer arrived at the workshop soon after I did and told me he was expecting up to 12 young women to arrive shortly for shots to add to their portfolios as aspiring models. Well we waited, and waited, and waited and I was ready to drop my paintbrush at a moments notice and become a photographer myself, all for the sake of art of course. They were going to use Wade's Super 8 as a prop as well as a Harley chopper that had arrived. But all to no avail as apart from one young lady who arrived early in the piece and left soon after nary a one was sighted. And at this point I was going to show you the pic's of the girls doing their posing. But never fear, if the young ladies do appear at some future date I'll take and post pic's of the event.

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Quote:

Dan,

Message received.

Bought one recently off eBay for US$177.50 and added to that had to pay US$38.00 to ship it down-under, Total US$215.50 = AU$230.65. And very recently another one went for a similar price. Haven't had the original antennae off my '41 yet, although it looks reasonable, because of other things being worked on. But it is more rotary than it should be, so I've bought one for "insurance" while I could (they don't come up that often). Anyway, once my antennae is sorted out, in a couple of months after the rest of the car is up and running, I'll keep you in mind with what's leftover if the parts are in reasonable shape.

Over and out from "Down-under".

Thursday 12th June 2008

Half a day at the workshop this morning and had only been there about 1/2 an hour when Wade arrived. He and Gina had arrived back from the Border Run rally to Berri yesterday and Wade was there to clean up the Super 8. However Wade hadn't been at the workshop long when Gina rang to say her Celica wouldn't start, apparently the battery drains if left sitting for a week or more, so Wade rode to the rescue returning later once Gina was back on the road.

While Wade was out I was Marine Cleaning the engine and more engine compartment bits. Then when Wade returned he started on pressing out the old bushing from the steering crank arm which took a little persuasion in the press but finally came out after the direction of push on the bush was reversed. Some comparisons with the old parts were then made to ensure we had the right pieces and all checked out OK. Wade honed out the steering crank and the new bush slid in without a worry. And while this was going on I proceeded to Metal Ready the engine and the other bits. All prep work finished now and ready for paint, probably early Saturday morning.

While washing down the engine after the Marine Clean a guy named Peter came over and we started chin wagging as you do. Seems he's known Rick for a long time and was getting Rick to fix a problem with his Mazda MX5, bought it new and says he'll keep it till he dies. Also mentioned some other cars he's owned including MGB, E-Type Jaguar(like most former E-Type owners didn't have one good word to say about it) and a Ferrari Daytona! He'd also gone for a drive in a new Jag recently and wasn't impressed at all either. Plenty of interesting people are in and out of the workshop all the time.

A word too about the Rally, haven't heard much yet from Wade but will catch up on that in the next few days. And if he's got some pic's I'll include those or a link to an album for all to see. There were 26 cars with all but 2 of these being Packards, so a very good roll up, with the 2 non Packards being Cad-La Salles.

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