Monday 2nd June 2008

After yesterday's pleasant Packard outing it was back to reality down at the workshop. Only there for a few hours and in that times scraped the top of the front crossmember. This in preparation for cleaning and painting it in the near future as well as the firewall. And cleaned up the front of the block somewhat as the engine and accessories will also be painted shortly. The thing I did find is that the bolt hole for the steering crank pin is now elongated, especially at the top, as the pic's show.

Attach file:

---

  (35.46 KB)


  (18.14 KB)


  (6.57 KB)

Sunday 1st June 2008

After getting home from the Packard run to Bents Basin, see the post in the General Forum, tonight I ordered some parts from Max following a recent survey of requirements by Wade.

Parts being:

Timing Case Cover Gasket(Fix oil leak)
Timing Cover Seal & Retainer(Fix oil leak)
Manifold Gasket Set(Repair broken stud)
Ignition Cable Set(Replace present radio supression cables)

Only trouble with ordering things from the US, besides the actual cost, is the shipping charge which can be significant! Although I hope, for these parts, it will be reasonable as the parcel shouldn't be large or heavy which are big factors in the shipping cost calculation. We'll see.

Peter,

Tried to load the file myself but I think it's just too big, 857K. Sent you an email about it and I've also referred the matter to BigKev as you'll see from subsequent correspondence. I believe that matter is now in good hands and will be sorted out soon.

Saturday 31st May 2008

Quote:

Peter,

We followed your suggestion today, and lo and behold - it works! Thank you, once more you've come to my rescue, although it was not quite as simple as suggested.

First, removal of the grease nipple was easy, but finding the right sized drill for the tap being used was another matter. You'd think that in a workshop with three blokes with separate sets of drill bits there'd be one of the right size. But no, so started with a smaller bit but couldn't tap the hole because it was too small. So I made a quick trip to the local hardware store and at a cost of AU$10.30 later, about US$9.90, we were in possession of the right sized bit - 11/32". Drilling, then tapping the hole was then so much easier. Next step was tightening the bolt into the newly threaded hole using a small piece of pipe and one very large steel washer and a number of smaller to give the clearance and length required. Then the gentle tap, or in this case not so gentle taps, as Wade pounded on a drift on the bolt from above I kept tightening the bolt from below as it very gradually loosened until we ran out of thread travel. So using a socket as another spacer, to compensate for the length the loosened crank bolt had travelled in its journey to freedom, we resumed our attack with Wade pounding and me tightening. This continued until the drift had driven the crank bolt flush with the cross member. At that point Wade using a smaller drift, thinner than the crank bolt, was able to drive out the crank bolt. And, Peter, at this point it was with the gentler taps you recommended. I've also bought a NOS Packard Steering Crank & Bushing Kit from eBay this morning so that'll be heading down under soon. Another thing, Harvey rang me on Thursday evening regarding the parts I'd taken over to him, and suggested that greasing the fitting might assist the process but as you'll see in the pic's it wouldn't have helped.

The rest of my time was spent cleaning up the crank arm and some other parts. This is in preparation for Wade and Gina's trip next week to the Border Run at Berri, South Australia. I will see Wade tomorrow on our club run to Bents Basin, and I'll report on that in the General Forum. But I wont see Wade after that as some other commitments of mine prevent me from seeing Wade early next week until his return from the Border Run in 2 weeks time. Needless to say I've got work to do while Wades away with cleaning the engine, accessories and firewall and painting these while they are relatively clear of accoutrements.

Attach file:

---

  (38.42 KB)


  (23.60 KB)


  (27.53 KB)


  (16.29 KB)


  (38.29 KB)

Thursday 29th May 2008

Quote:
Quote:

Although no work on the '41, was able to drop off the Super 8 reversing light switch with Carol, Harvey's wife, this morning. And not just that, but also a '40 Willys hood ornament I'd found through the internet and this will my contribution to Harvey's Willys project as I'm indebted to him for the woodgraining. I'd ordered the hood ornament Friday 23rd May, Sydney time, from Willyz Replacement Parts of Alta Loma California, and a courier turned up with it about 8:15am today. All up 6 days, from ordering to receipt across the Pacific, not bad service at all!

Attach file:

---

  (13.47 KB)

Wednesday 28th May 2008

Started at the workshop cleaning up some of the parts removed yesterday while Wade was again cleaning the Super 8, this time all the window glass using a product called, I think, Rainex which repels water and is also apparently an excellent glass cleaner. When Wade finished that, after about an hour, we started on removal of the Steering Crank & Ball Stud which had defeated our attempts to remove it early last December. However although we removed the nut and washer from the top, which had previously been inaccessible, we weren't able to drive the bolt down and out. This after, first removing the harmonic balancer, then lowering the engine so that the snout of the crank was below the top of the drift being used by about 1" to avoid damaging the crank, then using bigger and bigger hammers as well as liberal doses of penetrant but all to no avail. Seems like our last option is the application of heat, and to this end Wade went out and got some full oxygen and acetylene bottles to use tomorrow when we planned to tackle it again. While Wade was out I was kept busy cleaning the parts removed yesterday and today as the pic's will show. And a little surprise awaited me when I returned home as Kath tells me we're now visting her sister tomorrow and not Friday. So I wont be going to the workshop until Saturday as we're also visiting our daughter and grand-daughters on Friday. At least I'll be able to drop off the reversing light switch to Harvey for his '37 Super 8 that Wade pulled off his parts '34 chassis and cleaned up and tested.

Attach file:

---

  (26.95 KB)


  (27.83 KB)


  (30.12 KB)


  (29.59 KB)


  (24.43 KB)


  (24.68 KB)

Quote:

Dave,

Thanks for your concern regarding end play on the axle shafts. I've mentioned your post to Wade, the bloke who I'm relying on heavily for his knowledge, expertise and experience in Packard mechanical matters, and asked him to have a look at your suggestion.

I agree, this is a necessary dedicated forum for those who modify or intend to modify their Packards. While it is preferable or nice to retain originality there are many reasons why this mantra is not always followed or possible. I understand Eric's enthusiasm, as his Speedster project is at the far end of the modification spectrum. While for others it may just be a practical means to an end.

Tuesday 27th May 2008

Last night updated the blog for Monday's efforts at the workshop but when I went to the update button found nothing. All was lost so as it was about midnight local time gave it away and went to bed instead. Now, to recreate yesterday effort and add in today's stuff.

Yesterday arrived at the workshop late morning to find Wade polishing the '37 Super 8. The Super 8 had been washed on Saturday to remove the dirt and grime from the Ballarat trip earlier this month but after the wash there were still marks from radiator overflow, hence the polishing. And soon after I arrived so did Peter from the Packard Club. Peter has a '38 120 sedan and he was picking up an engine from Wade for it as his has had a cracked block for some time. The engine he got comprises the internals from the engine that Wade originally rebuilt for his '37 120 together with a spare block from Club Stock. The rebuilt engine only had 1,000 miles on it before it too cracked a block and Wade then rebuilt a '46 engine that is in his 120 today. After loading up Peter's trailer with all the bits then it was time for coffee and a yarn so by the time I got to work on the '41 it was now early afternoon.

First thing on the '41 was de-POR-15ing the tapered holes on the diff and shock arm for the rear sway bar. Then mounting it in the car was rather straight-forward requiring only minimal movement of the shock arm until it all lined up. Next up was preparing the fuel tank for re-installation. Removed the fuel guage sending unit and cleaned up the surfaces then made a gasket to fit. Wade then checked the guage sending unit with his tester and found a problem but a spray with Rick's ?magic? electronic parts aerosol seemed to fix that. Then, because the ?T? bolts to secure the tank straps had been cut through in their removal, Wade started modifying a couple of bolts to use in their place. This involved grinding the top of the bolt at the beginning of the thread so that is was slightly hollow. Then around to the machine shop where Sam welded another bolt to the hollowed out end to form a T. Back to our workshop, and while Wade went to the Post Office to mail some stuff to the Packard Club in New Zealand, I proceeded to hacksaw off the heads of the bolts and grinding and running a die over the ends of the cut threads, one successful and one not. Not to fear though, Wade borrowed John's die nuts and was able to save my attempt. Lastly, Wade spray painted the T bolts black and left them to dry overnight for installation tomorrow.

There was more yesterday I'm sure, but with the passage of time not to forget old-timers disease, this is all I can recall now.

Today arrived at the workshop to find Wade polishing the Super 8 because the polishing yesterday hadn't removed all traces of the radiator overflow staining. Wade suspended his polishing and we prepared for the tank installation. Wade and I inserted the T bolts into the straps and while I cut some rubber sheeting to size to use on top of the tank in lieu of the original material and also some rubber strapping with lipped edges to use between the straps and tank Wade inserted the tank straps into the retaining slots and had prepared the undercar area. With a bit of struggling, aligning and re-aligning the tank it was nicely re-positioned but then Wade couldn't get the T bolts to reach their holes in the rear crossmember. Because of the use of thicker rubber on top of the tank and the rubber stripping between the tank and the straps it was now impossible for the T bolts to be done up. While Wade went back to polishing the Super 8 I took off to Lee Bros for some longer replacement bolts. On returning with 4? bolts in lieu of the 2? previously used then the same grinding, round to get Sam to weld them up and this time, after I hacksawed off the heads, Wade ground and checked the threads with the die nut without any drama. This time all worked perfectly and now the tank is securely in place albeit with looooong T bolts.

Then I set to cleaning the main fuel line to tank connection, again this was over-painted with POR-15 and after many attempts, because I was fearful of cross-threading in the brass fitting for the tank line, finally aligned and fitted the lines together. At this point I undid the connection and Wade passed me the air line and I blew out the stale gas and gunk from the main line. Thought it would be easy to re-connect the lines but the previous connection must have been a lucky one. Finally after much trying and tweaking of both lines positions I had them back together again. With Wade going back to finishing his polishing my next task was to de-POR-15 all the other brake line and fuel line fittings so that when their turn came they'd be ready.

At the of all that Wade came over and started looking things over again, you might remember every time he does this it ends up costing me. Well this time was no exception. Pulled out the radiator hoses I'd got from the US and the top hose looks too short although this will be revisited after the new front engine mount is installed as the engine should sit properly then. The bottom hoses require a pipe bend between them and then they should fit. While Wade took off the radiator hoses which were almost rock solid with age and the lower one almost split through on 2 places I took off the distributor cap which I'd left hanging by the plug leads when the distributor was removed and part of the Electromatic clutch linkage not being used. Then with Wades assistance, as oil catcher, I removed the oil filter and lines. All this is to provide me with better and clearer access to paint the engine and firewall while Wade is away next week in the Super 8. Wade and Gina, who gets back Sunday night from Thailand, are off on Wednesday for the Border Run. This run is a 3 day rally sited about 700+ miles south-west from Sydney where the borders of the States of New South Wales, Victoria and South Australia meet. So while Wades away I'll paint!

Part of Wades inspection was of the radiator which Wade discovered had parts of it's sides loose. There was also packing at the front of the radiator so it wouldn't rub on it's supporting frame. This necessitated removal of the radiator and it was decided to do this without removing any more body panels. The bolts down each side were taken off and the fan removed from the water pump and the radiator tilted back to be lifted and slid over the engine, but the drain cock at the front of the radiator was catching. So off it came but still not enough room so removal of the water pump was required but because the front engine mount was cactus the 2 lower bolts securing it could not be accessed. This required removal of the engine mount frame and necessitating the engine being jacked up to provide clearance. Finally after all this the radiator was brought out with Wade on one side and me on the other lifting it up, back and sliding it to the drivers side where it was then slid out under the side hood panel with mission accomplished!

Attach file:

---

  (34.80 KB)


  (18.71 KB)


  (20.77 KB)


  (21.68 KB)


  (27.85 KB)

Quote:

Ron,

On the contrary, I for one will not complain but rather compliment you on a lighter side to the sport. I'm looking forward to watching her progress. I see some serious wood-working skills in there with that head and beak.