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Thursday 28th March 2013

I was back at the workshop this morning but Wade wasn't! Funny, because yesterday I went to the workshop, only to give shop dog Misty a bone, and Wade was there. Why funny? Because on Monday evening Wade had called from Holbrook, about 500 kms south, where he and Gina had stopped to overnight on their return from Phillip Island to advise he wouldn't be at the workshop until Thursday. Yesterday, Wednesday, pulling into the workshop carpark saw Big Red was there. And, as I pulled in, Wade rang me wanting to let me know that he was at the workshop and if I wanted to come down? I informed him that I knew he was at the workshop because I was sitting outside behind Big Red! Once inside, after feeding Misty, I explained I was just dropping in and left Wade to tackle Fleurette on his ownsome. This morning it was the other way round and after waiting for a while, called Wade and found out another matter had come up and he wouldn't be in again until after Easter.

But.....Wade had been very busy yesterday. Oil and water drained and sump and head off Fleurette, and a row of rods and pistons on the bench. Two weeks ago the thought had been that the noises coming from the engine were most likely piston related, and most likely a broken piston, but my initial examination of the pistons couldn't see that. Instead I saw wear marks on the each side of the pistons but probably not excessively so(in my very limited opinion). Then on looking more closely at the big ends saw one was destroyed! In fact John told me a little later that two were toast and that furthermore the big ends are babbitted!!!!! I hadn't noticed that they were. John also advised that Wade is now looking for another set of 120 rods and that the crank will need to be inspected and measured to determine it's useability.

On returning home found an email from Noel confirming all the above and more, which I have subtlety edited, see below.

"...Hey Mal,

What's going on??

I looked up Packard Info and noticed that you did not post anything yesterday. Fleurette is worried, even though she was unconscious during surgery.

When I spoke to Dr Wade, he advised me that she has had her head and sump removed, pistons out and the diagnosis is that there is a cancer in the form of white metal there and bearings 4 and 5 are "completely buggered". (not the sort of language doctors normally use so it must have been bad!).

Anyway, pending further investigation, Fleurette will need new bearings, rings, con rods etc, etc. Don't yet know if the pistons can be reused, or whether the bore will require attention..."

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Tuesday 2nd April 2013

After bunnies, eggs and chocolate it was time to return to the workshop. There, a big end cap was dropped on Fleurette to see 1) whether that bearing was babbitted like the big ends 2) it's condition and, 2) the journal size. Results being 1) it's a slipper bearing, 2) looks OK/good and, 3) about 2.725" versus 2.75" std. Speaking of which all the big ends were in the vicinity of 2.036" versus 2.09375" std, almost 0.060" under size, the journals that is. Wade also checked the 120 cranks he had "on the shelf". When I say "on the shelf", for cranks that's really shop speak for standing upright, very quietly in a corner, on their flywheel flanges! Also did some housekeeping, while waiting for Noel to arrive. Cleared the tray that had been sitting under Fleurette since her coolant had been drained last week. Also started putting the spare '34 320 engine together instead of having it spread out around the place. Included reinstalling the timing cover to the crankcase and the front motor mount to that. Next step was bolting the Snapey built engine frame to the crankcase. But this necessitated scrambling for bolts and nuts to do so.

During the scrambling who should arrive but Noel. Here to see the damage suffered by Fleurette and to hear from the good Doctor his diagnosis and recommendations for returning her to robust good health. First, more disassembly needs to be performed after the engine comes out. Needs to be pulled down and all components inspected before a full assessment can be made. But......it is hoped there is no major damage. If not, then looking to try and reuse the pistons, hone the bore, new gudgeon(piston) pins, new rings, set of replacement rods, mains and big ends ground on the "on the shelf" crank, new main and big end bearings, etc, etc. Noel thinks he may have gaskets to suit while DAF is on standby as parts supplier. With the engine out and disassembled it'll also be repainted. While the matter of the possibility of the timing being out by a tooth will finally be accessible, discernible and, if so, addressable.

Following Noel's departure bolted the engine frame to the 320 crankcase. Still need to remove the rings from the pistons still attached to the crank and then, very carefully, drop the block back onto the crankcase, bolt it together and put the head on. Had to leave Wade at this juncture for treatment by the fang farrier. Wade was going to busy himself, for the rest of the day, by preparing Fleurette for engine removal later in the week. Oh, and Noel told us the engine was rebuilt by GEM about 25 years ago. For interests sake, googled GEM and Noel, for your information, any warranty expired long, long ago.

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Friday 5th April 2013

While Mal was away Wade was at play, yesterday at the workshop that is, Wednesday there was no Packard work at all. Yesterday Wade had removed Fleurette's front bumper, headlights, bonnet(hood), grill and radiator, carburettor, linkages, water pump, generator, starter motor and more. Today was disconnecting or removing a few things under car including, clutch linkage, throw out bearing retaining spring, a trans selector rod, loosening the trans to bellhousing bolts and the front engine mount to chassis bolts. That done the engine crane was moved in and hooked up to lift the engine out and the trans to bellhousing bolts removed. Required some delicate manouvering to start with because something was snagging and preventing engine egress. Turned out to be two things, the inlet manifold drain pipe and the flexible line to the fuel pump. Those removed, engine removal was then straightforward and was soon swinging in the breeze. During all this Wade received a call from Noel enquiring as to how things were progressing because he hadn't seen an update here in a couple of days! I'm sorry Noel I can only report on what I observe, in most instances that is.
I'll just have to give the crystal ball a real hard rub if you want more than that!
Hope you're satisfied with todays effort!

That aside, once the engine was out it was lowered onto the engine bench for further teardown. Doing this also resulted in a mini flood with water, and oil, previously reservoired in the rear of the engine finding an outlet when the front of the engine was lowered to the bench. More removals, the intake/exhaust manifold unit, the tappet covers, the oil pump and the fuel pump. Harmonic balancer, pulley and timing case also came off. But before the timing gears and chain were removed the hypothesis of timing being out by a tooth was put to the test. Result, it is out by about a tooth! Noel, you'll notice the difference when the timing is right! Then the engine was turned on its side to gain access to the bottom end. Initial result was another flood of water and oil! One main bearing cap, #4, had been removed earlier this week and the others were removed and individually marked, there being no markings on any of them. All except the rear main cap came out easily, it proved very stubborn, but Wade did say at least it was never going to leak! Measured up the shaft again, which confirmed the figures taken on Wednesday, but still requires more accurate readings when delivered to Graeme Wilkins for the machine work required. Also measured up the bores and pistons, the block is sleeved and at 3.25" is standard. First look at the pistons, they seemed OK, but closer inspection showed that #8 as well as #8 bore has more than just scuff marks. Speaking of the pistons, they were also in the wrong way round!
Noel, maybe you do have cause for a warranty claim on GEM?

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Of course it didn't hurt because Fleurette was unconscious!
Re the pistons in "backwards", my comment is GRRR!!! (A bit late to claim against Gem Engines after 25 years!)
That's all I have to say about that!

Tuesday 9th April 2013

After Wade took a few pic's of The Fossils choke setup, for "Wheels" who is currently working on a '34 and needed some reference info, turned then to Fleurette's block. First the valve keepers, valves and valve springs were removed. Then the camshaft followed by the tappets. The water distribution tube, came out easily. The welch plugs were next, although on the outside they looked OK. But inside it was another matter, plenty of rust and crud, appearances can be deceptive. Lastly the oil gallery plugs with the lower gallery plugs coming out relatively easily. However the upper gallery rear plug was another matter altogether having to be drilled and tapped out, but out it came. The upper gallery front plug was then accessible via the length of the gallery using a looooooong rod to punch it out, it's a plug with a small lubrication hole in it. That done a couple of piston tops were cleaned off, #5 and #8, revealing they were stamped 0.030" over, how about that GEM! The block, replacement crankshaft, the two pistons and rods together with the head were then loaded into the back of the Ute. A trip to Graeme Wilkins engine shop followed where Graham measured up the big end and main bearing crankpins and the bores. Result of this was that the big ends presently at about 0.010" under will be ground to 0.020" under. The mains at 0.020" under will be ground to 0.030" under. And the bores now at 0.030" over will be taken to 0.040" over, mainly because of the scoring in the wall of #8. These numbers are from memory, Wade has the piece of paper with them firmly imprinted, so do not hold me to them! New pistons, pins, gudgeon pin bushings, rings and cam bearings are also required. I believe a set of 120 rods are already on their way to Oz, to replace the babbitted examples which came out of the engine. After leaving Graeme, proceeded to Redistrip where the block and head were left for hot-tanking. Good thing here was that they may be ready by the end of the week or early next week, usually it's at least a couple of weeks wait. And Graeme says he should be ready to go in about 2 weeks so the parts required should be close to or actually be on hand by then. If all this comes together there's a good chance Noel will be able to take Fleurette to Eden, about 500kms south, in June on a Packard Run. Interesting comment, while with Graeme Wilkins, when Wade said he'd done some measuring of the crank and bores using a vernier caliper. He dismissed them as being about as accurate as a wooden ruler. I'm sure they aren't as accurate as Graeme's micrometers and precision dial gauges but surely not that bad. But it made for a good laugh all round!

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Wednesday 10th April 2013

A different tack today, I took my Coupe down to address a "soft" brake pedal. Shortly after returning from the National Rally, when I took the Coupe out to refill with fuel, noticed the pedal was very soft with a lot of travel before any braking effect. Wade suggested to check the master cylinder, which I did, and found only a smidgen of fluid present. Filled the master cylinder, which improved the travel aspect, but it was still "soft". So today with little else, except cleaning Fleurette's engine parts, likely to be on the agenda drove the Coupe down for diagnosis and treatment. After some shuffling of vehicles was able to put the Coupe up on one of Rick's hoists,
Rick. And speaking of the National Rally, another matter of interest was the Coupe running a little hotter than usual on day 1 of the return journey. The trip down, the running around and part of the way home, temperature only ever went past the middle of the gauge, and then only just, on a few occasions. But for first day of the trip home it was running past the middle but nowhere near the top end of the gauge. Checked the oil level at our stopover and found the oil level was down, by about 1 litre(approx 1 quart). Topped up the oil, and for the second day of the trip home, temperature dropped back to "normal".

But back to the problem at hand. Up on the hoist, no apparent leaks from wheel cylinders, flexible house fittings or tee fittings. But, close inspection of the master cylinder revealed a leak from the rear rubber boot. Fortunately Wade had a rebuilt master cylinder on the shelf which could be pressed into service. To remove the master cylinder disconnected the shift linkages from the cranks on the steering column and removed the upper bolt that threads into the reservoir area of the master cylinder. This bolt proved to be Whitworth, necessitating using a shifter aka shifting spanner(crescent wrench) for it's removal. Under car, disconnected then removed the stop light switch and the tee connection at the front of the master cylinder. Then after removing an anti-rattle spring, to improve access, the two lower nuts and bolts holding the master cylinder were undone. After removing the actuating rod and a bit of jiggling, the master cylinder came out. I must say if it had been left to me I would have been disconnecting various linkages that appeared to be "in the way". Instead I found out that wasn't at all necessary and removal was relatively straightforward although a little restricted. New master cylinder in car, reversed the foregoing procedure, refilled the master cylinder and bled the brakes. This entailed me in the drivers seat, with the Coupe up on the hoist, and Wade undercar issuing instructions of "down", whereupon I slowly pushed the brake pedal to the floor. Once down I called out "down" and Wade released brake fluid and air from the right rear wheel cylinder. Repeated this procedure about half a dozen times, then the master cylinder was refilled. Next was left rear, followed by right front and finally left front. Between each bleeding the master cylinder was topped up by Wade climbing a step ladder while the Coupe was perched on the hoist. Quicker to do it that way then wind the Coupe up and down on the hoist. Now had a good hard pedal, but.......there was a small leak from the tee at the front of the master cylinder. A number of tightenings later this appears to have been fixed although I am under instructions to keep a close eye on the master cylinder level and for signs of any leaks on the garage floor.

Towards the end of the brake bleeding procedure had a visit from IanH. Ian has a '36 120 Club Sedan which he's restoring and came over for some advice. Primarily about the woodwork on his car which is in bad shape and needs to be replaced. Although Wade couldn't give any direct advice, never having to address that on his '37 120 when he had it, instead used The Fossil as a point of reference having a similar wooden structure which I think helped Ian. Few other questions and was looking also for an Optima battery in a "faux" case. Was able to put Ian directly in contact with Noel who has taken it upon himself to provide these to PACA members at cost. Upshot being that tomorrow Noel is bringing over an Optima complete with case and Ian is coming back to pick it up. Noel also asked about the can of Bill Hirsch Packard engine green he thought he'd left at the workshop. Except we couldn't find it, I thought Noel might have taken it back again. Not to worry, Noel also thought it might be at Bankstown. But when Noel called later saying he couldn't find it at Bankstown I had to explain, and apologise, because we'd found it at the workshop safely, very safely, put away! Oh, another thing with Ian, I lent him a copy of The Production Packard to help him in his restoration.

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Thursday 11th April 2013

Not much "action" at the workshop, so not much in the way of a post, just cleaning and preparing Fleurette's engine parts for the job ahead. Beforehand though I made a run to procure more Dot 5 brake fluid having almost exhausted reserves yesterday. While I was there first Noel then Ian called in. Noel to pick up the list of parts he needs to procure for the engine rebuild and to drop off the Optima battery and case. Ian to pick up and pay for the Optima battery and case. As well Ian returned The Production Packard, seeing he's sourcing a copy for himself. That reminds me, I have to send Ian an email about where and how to source "The Packard Source List or Sources of Packard Parts and Services" referred to in the publication.

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Monday 15th April 2013

For a change didn't take a single picture at the workshop today, cleaning parts isn't exactly conducive to even slightly interesting pic's! Most of the engine parts are now clean although there are some larger parts, starter, generator, bellhousing and manifolds still to be done. Biggest part cleaned today was the sump(pan), which had a good supply of babbitt pieces and grit as well as some sludge in its bottom. Wade had the messiest piece to deal with, the oil filter, when hadn't been opened or emptied so that was the first order of business for him. And, when cleaning it, he found the return line was blocked, maybe with some babbitt debris? But whatever was blocking it, we'll never know now, because it was blown out and not found. And filtering wasn't a strong point for the filter in that condition! The other matter Wade attended to today was disassembly, cleaning out and reassembly of the oil pump, which was also packed with grease to aid initial oil pick up on first restart.

But I will provide some pictures nevertheless by backtracking a day to yesterday. Yesterday there was a PACA run to the Museum of Fire on Sydneys western outskirts at Penrith. Met at a Motorway McDonalds then convoyed to the Museum with four Packards in attendance. And....a new PACA member, GeoffC, but he was sans Packard. Geoff though does have 2 Packards, a '37 115C Sedan and a '39 TJ Richards bodied 110 Sedan. And I apparently had a hand in his becoming re-invigorated about Packards. How? Well back in May 2010, Noel and I had driven in the Coupe to Berry on the South Coast for a display day at the local showground(fairground). After the display was over Noel and I had lunch in Berry township and I'd parked in the street there. Geoff had seen the Coupe, taken photos, and it went from there. He already owned the '37 115C Sedan for many years and more recently found the '39 TJ Richards bodied 110 Sedan. I have a pic of the '39 because last year PACA and Forum member Lyndon, LJJ, had also looked at this car but ended up buying and importing a '47 LWB Super Clipper.

Also took some picture, when I returned home, of a bagful of '41 door handles. Noel had advised me, some time ago, that the interior door handles in the Coupe were not "correct". They are in fact Clipper handles. I was prepared to live with this mismatch because the Coupe is not a Concours contender. However Noel turned up at the workshop on Friday, in my absence, with the bagful of door handles! I think I'll have to return most of them including the re-chromed outside handles and bonnet(hood) end piece, too good for the Coupe! There was also a chassis plate for a steering box, how did that get in there? Noel has now forced my hand and I'll have to fit them to the car. But that's OK, as that go can hand in glove with the front seat re-upholstering and re-carpeting project in the near future. Was also tasked by Noel today to do some Coupe measuring, boot(trunk) and door(door) for sealing rubber lengths.

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So that's where that 39 ended up! I note that the previous owner in Adelaide has his other 39 TJ Richards Packard listed on carsales.com.au.

Tuesday 16th April 2013

Back to normal today, but what's normal? Why taking pic's of course! Still cleaned parts including bellhousing, starter, generator, water distribution tube, etc, etc and lots of nuts and bolts. An exercise Tim, an apprentice from the shop around the corner, calls "slave labour"(labor)! That only left the exhaust/intake manifolds setup, the air cleaner and the water pump.

Turning to the exhaust/intake manifolds a straight edge was looking good along the port surfaces until a crack was noticed on the outside of the exhaust manifold outlet near one of the engine pipe clamp studs. Closer examination revealed the outlet was cracked right through......not a good sign Noel. Wade then turned to the "magic parts shelf" and lo and behold what did he find, a 120 exhaust/intake manifolds setup! Closer examination revealed no cracks but the engine pipe clamp studs as well as the screws for the exhaust manifold mounted thermal choke cover, as recently discussed in this thread on the PAC Website, were snapped off. As well the flapper valve on the donor manifold was stuck and didn't have a counterweight or a spring. Initial thinking was to use the complete exhaust/intake manifolds setup but on splitting it apart found a good reason not to. The flange inside the hotbox housing on the intake manifold for the outside flange bolt was broken. Then split apart Noel's manifolds very, very carefully with the bolt for flange inside the hotbox housing on the intake manifold for the outside flange bolt proving very recalcitrant in releasing its grip, but it did so after a lot of judicious coaxing. Next removed Noel's exhaust manifold mounted thermal choke cover trying to be very careful but both screws snapped off, probably the result of numerous heating/cooling cycles and rust, a potent combination. Meant more work, necessitating drilling out and retapping the holes in Noel's intake manifold. Next was the flapper valve in the donor exhaust manifold. Tapping the shaft from both sides, some WD40, more tapping, more WD40, more tapping, some working on the valve action, more tapping, more WD40, more tapping, more working of the valve action and presto the flapper valve works. While delighted for Noel, Wade was disgusted nevertheless. Why? Because for years he'd fought and fought to free Old Blue's flapper valve to no avail. Seems he can fix it for others but not for himself! Anyway, still need to transfer over the spring and counterweight from Noel's manifold to get it complete. Before doing that though turned to the broken engine pipe retaining studs on the donor manifold. The stumps of the studs were filed flat, centre punched and the studs drilled out and manifold retapped. While the drilling out and retapping of both sets of stud sounds easy as recounted above in reality it was anything but, but the results are there and that's the main thing. Noel, you don't know how lucky you are, Wade didn't even know he had this 120 exhaust/intake manifolds setup! Count your blessings.

A little matter Wade attended to today was a rattle because the chrome trim strips atop one of Fleurettes headlights was loose. In preparation for taking out Fleurette's engine Wade had removed the headlights for clearance purposes as well as the grill and radiator. In doing so he had to partially disassemble one headlight, the one with the loose trim strip as it turned out, So today he set about and rectified the rattle before reassembling the headlight. And Fleurette's block and head should be ready Thursday to be picked up after being hot-tanked by Redistrip.

And Noel told me today, via a phonecall, that "the bagful of door handles" originated from one Peter Packard and that they'd also generated interest from a friend of his, one DAF. There are not enough handles of the proper type to make a set for the Coupe but that can be rectified. Also, as I suspected, some pieces need to return to Noel while others will be making the trip to the US in the near future courtesy one Barry Smith!
all.

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