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Mal,

Brian beat me the punch. His description is what I recall clipper47 saying is what he had to do to get his clutch installed.

(o[]o)

Monday 28th May 2012

First up today was gathering up the parts, together with the tools, to get Emily back on the road. On arrival first task was to remove all plugs and conduct compression tests, results being #1 = 90, #2 = 95, #3 = 85, #4 = 70, #5 = 100, #6 = 105. Reasonable, except for #4, but not altogether bad for a well used engine and taking "dry" readings. But good enough for the engine to run. Next was getting TDC, done by using a screwdriver on top of #6 exhaust valve, some rotations of the engine using a remote starter switch and there it was. Next was removing Juniors spare distributor, which had been left in situ from our previous attempt, and inserting Emily's rebuilt distributor now TDC was known. New plugs in. Changing over the plug leads to Emily's new distributor cap was the hardest part of it all. Some of the leads just wouldn't streeetch back to the plugs they came from after being inserted into the new cap! Solution was a shuffle of a couple of the leads, worked. Ignition on, a shot of starter fluid and.....nothing. Same again, still nothing. Then the penny dropped, hadn't switched the battery cut-off back on! Then same again, and signs of life, a few kicks and coughs. More kicks and coughs then manual adjustment of the distributor and Emily roared into life, success! With the distributor not tightened down more manual adjustment and the advance was set by Wade's feel and ear. Tightened down the distributor clamp, reconnected the vacuum advance, put the aircleaner back on(it had been removed for startup access) and tidied up the tools and equipment because it was time for a test drive. Out on the road Emily went well, no hesitation, has good acceleration and so well Wade then left the setup as is, didn't want to disturb a good thing.

Back at the workshop turned again to the 356. More parts to be cleaned from those Noel brought over on Friday. Did two lots, some for POR 15 finish then some with Noel's Bill Hirsch Packard engine green finish. Included in the later were the front engine mount yoke and the thermostat housing which had been POR 15'd Black last week, rest easier now Noel. While I was doing those tasks Wade was doing some further sorting of parts. Also pressed off the throw out bearing from it's mounting collar because a new bearing is on order. Then Wade cleaned up the surface rust on the 356's spigot shaft and the clutch shaft bearing cover on which the throw out bearing rides, because these have been sitting around for a number of years. Now all nice and clean and shiny.

And Noel, you know what I saw today, a '39 push button radio and speaker box. And where were these treasures? Why, in Richard's '39 120 Convertible Coupe, but you knew that didn't you?

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Tuesday 29th May 2012

First up today was painting the 356's intake/exhaust manifolds. A bit of clean up to start with, it had been blasted previously so only needed a touch up and blow and wipe overs. Just used grey exhaust manifold paint on both manifolds, seeing they are bolted together and don't want to break the seal. Quite an awkward piece, big AND heavy! Put it up on the bench with a piece of cardboard on the bench and a thick square block of wood supporting the manifolds. The beauty of this setup was that the manifolds pivoted on their centre and I could spin the manifolds around when painting. Started by holding the manifolds up with one hand to paint the underside. Did this end for end then dropped the manifolds back onto the wooden block. Did the topside, turning as required. Then it was inspection time, a bright light soon showed me that I'd missed plenty of spots! Fortunately was also able to see the underside because I could swing the manifolds out over the edge of the bench, and crouching down inspect and "touch up". Finished and pushed the painted manifolds to the back of the bench. At this stage they look streaky from the paint but once dry turn a uniform dull but pleasant grey like manifolds should.

Next I was off to Lee Bros for more bolts and washers. Noel, that box of nuts and bolts you supplied has hardly been touched! Where are all the 356 and '41 Coupe nuts and bolts? At Lee Bros turned out the guy standing next to me knew DavidM who had spoken at their club meeting about 3 weeks previously about the Maxwell's trans Australia crossing. This guy has a Lotus Elan he's been restoring over the last 6 years with a completion date of "soon". The Lotus has had 13 previous owners of which he's been able to track down all but one.

What next? Why more cleaning of parts of course. This time the generator and starter motor. Noel tells us they have been checked and found to be good so all we're doing is smartening them up. Of course my preferred cleaning option would be to stick them in the blasting cabinet, but Wade cautions me, nay forbids me, to take this approach. Apparently if I did this, irreparable damage could be suffered. Sorry, I was only trying to find an easy way to do it. Instead, removed the bands from each, and the solenoid mechanism and a cover from the starter motor. At least some of these parts could benefit from modern technology in their cleaning. The bulk however was by hand using a wire brush and elbow grease and fortunately they cleaned up relatively easily. So tomorrow other commitments allowing, or possibly Thursday, I'll POR 15 them. Speaking of starter motors, it's is a little different to other Packard starter motors I've seen. Having a geared rather than a directly engaging drive to the ring gear.

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Mal,

Thanks for the photo of the lower bell housing cover with felt strip. Seeing this reminded me that my '47 Custom Clipper is missing this part. Maybe someone reading this "message in a bottle" will have an extra they would be willing to sell me. I am posting the request here because yours is the best read blog on the site.

(o[]o)

Wednesday 30th May 2012

Wade's not in until Friday so, after #2 granddaughter in the morning, down to the workshop to paint the 356 generator and starter in the afternoon. Well, that was the plan, didn't get quite that far. On arriving found that yesterday, after I left, Wade had removed another cover from the starter motor so there was that, screws, washers and nuts to clean for painting. Then, in rubbing down the parts removed previously, found some needed further cleaning on the wire wheel or in the blasting cabinet. But by the time I had them wired and strung up for painting the day had slipped away. Will return tomorrow, and then WILL paint the parts. And Noel tells me the starter and generator were checked or rebuilt by KenG, a former PACA member.

Quote:John,

Hopefully someone will read of your plight and come to the rescue.

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Mal, even here in New Jersey we get to see a Morris badged as a Riley, RHD of course. And I even managed to get myself into the front seat and behind the wheel.

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Thursday 31st May 2012

After adding even more bolts and washers to those to be painted, spent a couple of hours painting 356 parts with POR 15. Then it was off to see Noel at Bankstown. Noel had received a pulley in the mail from Peter Packard and I was picking it up together with a head gasket for the 356 and some other bits and pieces. Only trouble was I picked up all the 356 bits, but not the pulley! Oh well, Noel will just have to bring it with him on Sunday's PACA run to the Tobruk Merino Sheep Station at Maroota.

Dave, your Morris Minor picture reminds me of a Morris Minor one of my sisters owned. Here cars are required to have an annual inspection. The first time she took it along, it wouldn't pass inspection. The floors had been filled with concrete because they were rusted through! After the concrete was removed, old floors cut out and new ones welded in it passed. And it went a h#// of a lot quicker afterwards!

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Friday 1st June 2012

After dismantling the latest windchime incarnation it was time to put the pieces back together. Part of this entailed selectively removing POR 15, just applied, so electrical connections requiring good grounds get them. Also running dies and taps through old nut and bolts for ease of assembly. Generator was easy, just the circular dust cover and a few mounting bolts and nuts. The starter was more complicated with covers to go back on and re-assembly of the engaging mechanism. Had to do that twice because the sliding "piston" wont slide in once the mechanism is bolted to the starter housing, found that out the hard way. But now all back together, all that remains is a bench test to ensure it is functioning.

Moved on to the block assembly, specifically at installing the sump(pan). But with the short block assembly sitting on the engine assembly bench, on blocks of wood, first needed to lay it on its side. Lifted it slightly with the engine crane, swung it slightly off centre then laid it down. Next was cleaning out all the sump bolt holes with a tap, lot easier to screw the bolts into clean threads and also cleaned the gasket surface. Wade meanwhile shortened 5 of the new sump bolts because some didn't run right through the flange. Bolted on the oil pickup which Wade had cleaned up earlier in the week. Then the sump gasket and here I had a shock, it was a one piece gasket! Furthermore I learned it was a MBN gasket. MBN? Yes, MBN = Made By Noel, and I must say a great job too. But before applying it the sump needed cleaning, again! Wade had already cleaned it but it had been sitting near where I had been cleaning the generator and starter and there was a coat of grit all over it! Once cleaned up Wade then applied beads of sealant to the sump, laid the MBN gasket on, then applied further beads of sealant to the top side of the MBN gasket. Next the sump was laid up to the bottom of the block and the bolts snugged up. The engine is still laying on it's side but has a real engine look now the sump is on.

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Fosters... it's Australian for beer.

Sump... it's Australian for oil pan.

Looking good!

And to make it even more confusing NO ONE in Australia drinks that rubbish!