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Mal, referring to the picture of Wade's EE-22 carburetor, I believe you'll find that the pivoting arm that actuates the accelerator pump is mounted incorrectly (upside down).

The purpose of the two-piece arm with the spring is as follows and will be obvious if you look closely. Should the accelerator pump "bottom out" before the accelerator pedal is fully depressed and the accelerator pedal continues to be depressed further, the extra force will place the full force of your foot onto the pump linkage and possibly bend or break it or the pump head. The two-piece pivot arm is thus designed to allow the pump to travel no further than it's limit even if the accelerator is pressed further; in such a case the two-piece arm will pivot and absorb the extra travel with the small spring.

Now you've got me wondering if it's mine that's upside down. But a little checking of the motion and stroke will tell the story.

Re non standard control layouts
The first picture was taken on Saturday January 28 2012 at the Post Vintage Car Club of Tasmania's South East Rally. It shows a very fine Charlesworth bodied 1935 Alvis. Note how the gas pedal is between the clutch and brake pedals; I understand this was not uncommon in the vintage period and occasionally seen even up to WW2.

Never well known outside of RHD markets, Alvis was a Coventry, UK based manufacturer of automobiles, aero engines and military vehicles. In the 1930s its automobiles were technically sophisticated, with independent front suspension and all-synchromesh 4 speed transmissions, and some had long stroke OHV sixes that were large by British standards. The automobiles displayed distinctly sporting character and the big sixes sat a little below Bentley in the hierarchy of prestige. Automobile production ceased in 1966 although the company continued to produce defense materiel.

The pre war automobiles are highly sought after, very valuable and very well supported with spares by Red Triangle Automotive Services, which inherited the factory's stock of parts and commissions manufacture of new ones as required.

The second picture shows my own Patrician - the only Packard among 135 rally entrants. It attracted much favorable comment on the day.

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I enjoyed your comments about the Alvis. Among members of the Classic Car Club which recognizes the Speed 20, Speed 25 and 4.3 liter as bona fide Classics, they are highly respected but infrequently seen; there are about 15 or so listed in the current directory.

Quote:Paul,

Good to hear from you and thanks for the photos. Great to see your Pat flying the Packard flag in the Apple Isle. If you're ever in, or passing through, Sydney give us a call(we are in the PACA Member Register) and come in and see us at the workshop and we'll talk Packards.

Quote:Dave,

Interesting comment, Wade did mention yesterday he was having trouble getting the pivot to work properly so I'm sure tomorrow he'll take on board your insight if he hasn't already figured it out. As I said, didn't get to ask the question yesterday before I left with Noel.

Mal, one more thing about the accelerator pump pivot that I should mention, more for the benefit of others than for Wade who I'm sure already knows this. The pivot screw for the arm is (like most Strombergs) a left-hand thread. Many Strombergs have had the castings ruined by folks applying too much force in the wrong direction, assuming it to be a right hand thread. It's left hand to prevent it from backing out with repeated cycles.

Friday 3rd February 2012

Low key time at the workshop this morning. But on Wednesday, after Noel and I left, Wade had removed the front brake drums from Fleurette and found a seal problem on the right side with grease on the linings then cleaned it all up and adjusted the brakes all round. This morning though, before turning to Fleurette, Wade gave Big Red some attention in replacing the hydraulic stop light switch, silicone brake fluid having again made the switch on Big Red inoperative. After checking the trans and OD oil levels and topping up the OD, the trans being OK, went for a test run in Fleurette. Brakes are a lot better, although still tending to pull slightly left. Thoughts are, a drum may be overly worn, bell shaped, ovoid or a combination of some or all of these conditions. Didn't have time to check that out, by swapping drums side to side, because Noel needs Fleurette tomorrow. Noel's doing a favour for a mate who's daughter is being married, and was picking her(Fleurette) up a little later in the morning.

Without the advantage of time, looked at starting installation of the radio that Wade rebuilt recently in Fleurette. Only did the speaker box though, because there weren't any problems doing that, there being two holes in the firewall corresponding exactly with the mounting holes required. All that was needed was to drill through the insulation and carpet to provide access for the mounting bolts. The radio head however presents as a problem. Although Fleurette currently has a radio head mounted in the dash it is a different type to the one replacing it. The current head has a square station wavelength dial in the middle flanked by a knob on either side. The replacement radio head has these same features as well as a square button on the left and a drum dial on the right. These added features operate the five station pre-set option. The problem arises because although the dash structure has the cutouts for the pre-set button and dial the moulding covering the present radio head does not. Unless someone out there has a very nice moulding for a '40 pre-set radio, Dr Wade will probably be performing surgery on the current moulding next week. Then in the time remaining before Noel arrived pulled the fuel/vacuum pump off The Fossil because the fuel in the sediment bowl is a brownish colour. The pump too will be thoroughly cleaned, like the carb, as will the lines and the tank in the weeks to come. Wade has also discovered the hand throttle linkage is too short, another apparent casualty of the LHD body on RHD chassis conundrum.

After Noel's departure I too bid my farewell as I'd arranged to visit DavidM again in my guise as club secretary and was able to inspect the progress made with the Maxwell. This includes fitting a pair of temporary stop/taillights for the trans Australia journey. Another temporary fitting is of an aerial for a CB radio for the trip. And, most happily for David, the fitting of an Amal motorcycle carburettor in place of the original Maxwell carb. The Maxwell now runs smoothly but because of the very wet weather, currently being experienced, David hasn't been able to take it for a run or runs. Runs is really the operative word because the Amal carb needs to be "tuned". Saying that, it is set up and working, but David also has a handful of different jets to experiment with to find the optimum one for his purposes. The guy David bought the Amal from is a specialist in these types of carbs but before selecting a carb for the Maxwell quizzed David on the operational parameters required. The main one, and please correct me if I get this wrong David, was to provide power through the range of 800 to 1,700 RPM's. In that case only a single carb was required. Dual carbs are really only effective for much higher RPM engines, plus there are no problems in balancing the carbs. Also had to reverse the direction of the accelerator action because instead of a push the Amal required a pull to operate it.

Another interesting snippet from David, is that he did all the woodwork himself in the three Packards he restored. The '22 Sports Tourer had most of it's wood still present, although rotten, and could be used for patterns. The '29 Roadster needed all new woodwork, after all it had been left on a rubbish heap for years. It had also been "got at" in a big way with most of the wood replaced by what David called fence posts. Additionally one door had been thrown away and replaced by a home made one, 1 & 1/2" shorter than the original. Accordingly the body was lopsided, didn't sit right and ended up with David having to straighten or realign every panel. The '29 7 Passenger Sedan's body was found in New Zealand by David's wife Veronique but only had the wood left in the roof. The '29 chassis David was working with had been "Uted" but at least there was some wood remaining in the cowl. Had to make the rest from scratch, taking measurements from the body parts he had as well as from other Packards he could access. All I can say is, David you've done an excellent job!

PS - Howard, remembered to take some pic's of engine number locations, so will post those later.

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Sunday 5th February 2012

Oh, woe is Noel! And by extension, woe is Wade! Today was the AGM of the Packard Automobile Club of Australia(PACA) hosted by a member at their residence at Terrey Hills near Sydney. I had arranged to meet those driving their Packards to the meeting to convoy from St Ives for the last 15 minutes of the drive to the AGM venue. Except only one other Packard turned up at the rendezvous, Chris(Starliner), while another, Jeff & Margaret(PACO52), phoned to say they were running late. Just after leaving, in a tight convoy of two, received a call from Noel saying he was one street short of the rendezvous in Fleurette but couldn't select 1st and reverse gears. Hearing that the convoy did an abrupt about turn, just like the cavalry coming to the rescue. Found a disconsolate Noel besides Fleurette, and when I approached, those of you who know Noel will appreciate the noise he made, Grrrrrr! I'd also rushed over brandishing a hammer, I thought it was stuck between gears, and with which Noel threatened Fleurette with actual bodily harm such was his distress. Upshot was, I suggested, because he still had forward progress in Fleurette, to continue to the AGM and review the situation there. At the AGM I then rang JohnE, who by co-incidence was at the workshop, and to which I arranged entry via a discretely hidden key so Fleurette could be cosseted away overnight to await the ministrations of Dr Wade tomorrow.

AGM went well with only one change to the hierarchy, John(Appin), Juniors Dad, was elected President. He's the first Texan we've had as President of PACA! After the meeting, which was followed by a great lunch, I left with my wife Kath to drop her at home before continuing on to the workshop. While I was doing that Noel drove Fleurette to the workshop, accompanied by our new President and his wife Annet in case further assistance was required. Meanwhile Kath and I arrived home to be followed up our driveway by an excited driver who exited his car saying, "I saw you on Lane Cove Road, you've been to a Packard event haven't you?" Now if someone knows a Packard, when they see one, I don't immediately dismiss their attentions as coming from a stalker. Just as well it turns out, the guy DavidO, recently joined PACA as a new member! DavidM had spoken to DavidO by phone welcoming him to the club and I had intended to do likewise. Didn't need to now because here he was large as life, so instead I invited him down to the workshop to see a couple more Packards. Lost him on the way, actually it was outside my driveway, but he still managed to beat me there! Also there were Fleurette, Noel, John(Appin), Annet and surprise JohnE. JohnE was there picking up a battery booster pack, he had a callout to attend to, so was able to hand over the key in a civilised fashion. JohnE also had a look at the gear linkages and diagnosed that part of the link had come adrift, I think. So Dr Wade, hopefully it won't be to much of a problem to fix. After JohnE left on HIS mission of mercy Noel drove Fleurette in while DavidO, wife Win and daughter were able to see Junior and The Fossil. There was also a lot of discussion with David who's looking to buy a Packard. He's looked at a few but hasn't found one to suit, yet. Mentioned a few in the club that are for sale or soon will be and other possible avenues of purchase. So any Aussie members know of any Packards, good driver much preferred, for sale?

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Monday 6th February 2012

This morning was spent finding and fixing the cause of Fleurette's loss of 1st and reverse gears. Started by jacking up the RHS, a jackstand, then Wade going under on the creeper. Source of the problem was easily found, the 1st/reverse lever on the splined shaft on the top of the trans had come off and was just hanging there attached to the shifting linkage. Then put Fleurette up on the hoist, meant some car shuffling all by hand to manoeuvre Fleurette into place. Once up, the shifting arm was detached from the linkage rod and examined for a reason why it fell off. Nothing apparent, although the lock bolt had a shoulder on it which may have prevented it fully tightening to compress the splined boss and hold it to the splined shaft. Wade had difficulty, first in getting the lever back on the spline but like always got there, then in tightening it up. Some areas on Packards aren't very mechanic friendly, this is just another such area. While there, it was decided to check that the 2nd/top lever was tight. It wasn't! Did finally manage to get a socket onto the bolt but couldn't tighten it sufficiently from under the car. It was decided then to go in through the trans access plate on the front floor. Meant removing the front seat squab, the LHS carpet edge trim, slide and manoeuvre the carpet from under the seat frame negotiating the upright bracket for the seat travel spring and finally removing the access plate. After that it was easy, also replaced the locking bolt which also had a shoulder. Closer examination later revealed both bolts had been shortened and they were different lengths. With the access cover off, Wade, in view of recent OD experiences also took the opportunity to inspect the spring in the top of the OD case. It had good tension, not like the one replaced on Junior, had it's grubscrew reset and locked in place. Wade keeps telling me that I have to do this on my OD but I can't remember if the Coupe's access plate will permit it although Wade assures me it will. Went back and looked at the pic's from when I was doing the interior of the Coupe but there wasn't one specific enough to tell. Had a struggle to get the carpet back under the seat frame and over the spring bracket. And another struggle to get the top of the carpet back where it came from, there's now a speaker impeding this, wonder who put that there? Close to finish of all this the man himself, Noel, rang. Wade brought him up to date and Noel also advised he has been copping grief from his "friends" in the US over Fleurette's latest mishap. Finally, took Fleurette for a test drive in which shifting was good so all seems well(for now).

The morning taken care of, but what did the afternoon bring? First, backtracking to yesterday, Wade missed a PACA AGM for the first time in living memory. But, he did deputise me to pick up a package from Chris, Starliner, the contents of which were to be applied to Big Red in a continuing quest for better, smoother running. Just what this package contained, if Wade had his way would remain a mystery. But seeing I'm telling this story a mystery it will not be. But Purists be warned, for what I am about to reveal may bring down fearful wrath because of its heretical nature. What could be so damning, so fearful, so dreadful that even its mere mention makes good men shake and women cry? No he's not making a lowrider, dropping in a SBC or putting spinners on. He's.....drum roll please.....changing to Pertronix ignition! Now that everyone's regained their composure I have to tell you the deed has already been accomplished but without damage to any Packard parts whatsover and can be changed back if need be. Speaking of which, does anyone have a spare '37 Super Eight distributor? Wade would like to carry a spare, set up with points, condensor, etc "just in case". Took a good couple of hours to do, but best to take your time and do it right the first time. Big Red really starts easily now and runs smoothly although by the time I left a test drive hadn't yet been done.

And another snippet from yesterday, young Mat(packard34) was there and could advise his '55 Caribbean is expected back on the road at the beginning of March. While his '34 Sedan suffered a setback after it received new brakes including new cables. The brakes were still not right with further inspection finding the brake cross shaft broken! Not only "not right" but highly dangerous too.

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Friday 10th February 2012

With Wade away most of this week, haven't been to the workshop since Monday but did drop in briefly this morning where I saw the machined water pump housings and the sleeves for bearings and modern seals are sitting on the bench. Sorry no pic's didn't have a camera. And by the time I get back to the workshop, probably not till Monday week at the earliest, could even be Monday fortnight, the pumps could be assembled. Reason I won't be there is that I'm visiting my Dad on the Gold Coast, who is undertaking rehab to get him up and about, after some recent medical problems. Maybe Wade could pen a few words from time to time to keep US all updated? Maybe even a few pic's? I am going to try and catch up with some Packards while at the Gold Coast and, if I do, will report on those instead.

Anyway, this afternoon also saw DavidM. He had returned yesterday from 6 grueling days of filming on a callback for the making of The Great Gatsby. Mind you I should define grueling. In this instance, it usually meant standing around for hours or days waiting, waiting, waiting. Although there was one day where David was required in his '29 Standard Eight Runabout as background while Leonardo drove one of the ersatz Duesenberg's for close up shots. The Roadster is a favourite on the set, being very photogenic, I just hope a lot of footage of it makes it to the big screen. David is also continuing with preparations for the Maxwell's trans Australia crossing next month but not much has been possible because of the filming commitment. He has, however, fitted the CB radio to the Maxwell and is in the process of fitting one to his support vehicle.

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Tuesday 14th February 2012

Quick drop in at the workshop before my trip north. Yesterday Wade had painted up Junior's as well as the 426 water pumps for re-assembly and the fan and some other pieces for Junior. Junior's trans is re-assembled with the OD to be assembled and added today. News from Graham Wilkins, the engine machinist, is that the main bearing caps need to be surfaced and the block and caps tunnel bored because at some stage in it's mistreated life they were filed! Anyone know what the dimension is for tunnel boring a '40 110? Fleurette is still in the workshop, with Wade looking to install the radio head if he has time but, at this time, Junior takes precedence.

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