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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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Tuesday 21st February 2012

Arrived back at 2:00am this morning from our sojourn north, but didn't have any opportunity to catch up with Packards or their owners, such is life. After some catch up sleep dropped in briefly about Noon at the workshop. Found Wade putting the last of the rod bearing caps on Juniors bottom end. Engine assembly hasn't been plain sailing with Wade finding the compression rings were too big but was able to source some replacement rings locally and carried on. At the moment there is about a short block assembled. Left Wade to carry on and hope to be there tomorrow to assist if I can. Wade had installed the rebuilt accelerator cross shaft linkage and in doing so had to redrill and repin the crank arm to the new shaft. Also tidied up some of the firewall wiring which will probably be further refined when a different pair of horns are fitted in lieu of the single trumpet horn presently used.

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hello wade !
I saw your post and got brave .I ordered a pertronix unit for my 52 /327 thunderbolt
I was reviewieng your photos there is almost no gap between the round piece that fits around the distributer shaft and the sensor ,my unit has an appretiable gap a good 1/4 inch ,hmmmm
also how did you hook up the positive wire ?the one with the white stripe ? it says to the ignition ,theres a few poles on the ignition switch i wasnt sure which one to use .the negative lead goes right to the coil so thats not too hard ,
the positive lead of the coil could go to the ground ,theres an existing lead from the existing harness ,is this ok to use ? I appretiate the help ,il truy to gihgure out the camera to take a photo of the gap to see if its too far from the sensor
it also looks like you mada a ground from the baseplate inside the distributer to the case on the side ,the black wire with the red connectors should I do this too?

Thursday 23rd February 2012

On arrival at the workshop found Wade cleaning up head nuts for Junior on the wire wheel. They hadn't been cleaned earlier and with the head close to going on needed to be ready. Wade had also changed out some of the nuts because they weren't 3/4", makes it much easier when putting it back together. Took over the wire wheeling while Wade moved onto chasing through all the threads in the head nuts. Had just about finished that when Noel arrived. Noel was taking Fleurette away to Ralph Moore's and then home. But she'll be back, radio head still needs to be fitted. After Noel left, Wade also made an exit to the Gearbox Factory to pick up Juniors trans and part of the OD they had to make a new bushing for because Wade had found much too much play in some of the OD components. While Wade was out picking up the trans and OD parts I cleaned up and POR-15'd some parts for Junior.

On Wade's return the plan was to bolt the rest of the OD to the trans and hang the completed trans/OD unit on Juniors bellhousing and engine ready for painting. Prior to leaving, Wade had put Juniors head in the "washing machine" for a hot wash to remove the protective lanolin coating, the head needed to go on the engine too. So much for planning! Bolted the OD housing to the trans after first preparing a new non-MBM gasket and the putting the rollers for the OD in place, using grease followed by a rubber band is the easy way to go. Fine so far, but....everything had bound up! Wade wasn't happy. At many a turn in this saga things had gone wrong or not worked out as they should, here was another one. So started the dis-assembly of the OD, I think Wade could just about do this in the dark now that he's so practiced at it. As each component was removed it was given a visual inspection for fit or for signs of interference. Nothing was readily apparent so turned to the spare OD, much of which is now unusable anyway but it's all we've got. Then a process of replacement, ended up replacing one part only. Then parts fitments, in the order they go together, at each discernible step observing and "feeling" the effect on the trans/OD. By this process was able to determine that a spacer, in the form of a washer was required, in tightening the nut holding the roller cage to the mainshaft. There were a number of assemble/dis-assemble repetitions before finding this and Wade was very glad to be able to find the reason for the problem and the simple solution to fix it. Only trouble was all this took the best part of half a day and painting of the engine/trans/OD unit wasn't going to happen today. Still, with Grahams help, was able to bolt the trans/OD unit to the engine and when the head goes on tomorrow Wade can commence painting. Earlier I said Wade wasn't happy, he's also not happy with his US parts supplier specifically the rebuilt planetary gear unit for the OD as well as an OD thrust washer. That's where the Gearbox Factory came in very handy with their expertise and accessibility.

Stephen, if Wade doesn't see your post and respond, I'll try to remember to follow it up with him on Monday. I dare not respond myself because the closest I get to things electrical is turning a light switch on or off! Edit - One thing I will say is that in installing the magnetic ring there was also a plastic "spacer" but in using that the rotor didn't sit properly so the spacer wasn't used. Can't remember if the pic I took of the magnetic ring included the spacer or not. Have also added a few more pic's of the coil and wire setup, best I can do for now.

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G'day all, I am always amazed how much longer an R9 Solenoid is compared to an R6. I have never fitted an R9/R11 to a 35-38 Packard chassis as the two components require so much more mutilation of the cross member to fit the items. Fitting a Packard overdrive to a pre 1939 is very much comparative to a modest boob job.....If you have all the body except..you know ....well, then, if counselling for the status quo fails .... a voluntary lot of considerable pain and it may be worth it to you in the end, so long as you maintain it. In other words,T##,s upgrade = Packard Overdrive retrofit. P.S. Both cost about the same in the long run but the overdrive can be left in the garage. Best regards Peter