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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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Wednesday 17th April 2013

Wade was working on a spare exhaust manifold flapper valve counterweight when I arrived, trying to separate it from its shaft. The pin through the counterweight and shaft was proving very reluctant to be driven out. Rather than continue with that frustrating task, instead moved to clearing space in Packard corner, with another patient due to arrive today. After that I turned to blasting the donor exhaust manifold in the blasting cabinet. The "new" cabinet is bigger and accepted the manifold with a couple of inches to spare. A lot easier than manhandling it using the wire wheel but still posing problems of its own. Found it difficult to reach and shoot at the ends of the manifold with the built in gloves not quite offering enough reach. While trying to manouvere the gun, restricted as it was by the end of the cabinet, was also challenging. Still need to finish one end and a section in the middle but getting there.

Then the Packard arrived, owned by RossM, it had landed in Oz a few weeks back but took some time to clear quarantine and customs. It's a '35 Super 8 Rumbleseat Coupe and arrived on the back of a Tilt Tray Tow Truck together with a trailer load of parts, a large tool chest and 6 new WWW's. But straight after I saw the Packard, the TTTT driver really caught my attention. You've no doubt heard of a one armed paper hanger? Well this guy was a one legged tow truck driver! And he didn't miss a beat, even using the stump of his mainly missing leg as a convenient place to hold a crutch when needed! While Wade had been expecting the Packard he hadn't been expecting the trailer load of stuff. The trailer was unloaded with the tyres rolled into the workshop while the forklift, with John at the controls, was used for the tool chest and pallet of parts. These were all parked under Fleurette, together with the running boards which were separate from the rest of the Coupe. The TTTT was then backed into the workshop and the Coupe winched off. But at this point I had to bid farewell as our Granddaughters were expecting us! Even only had time to say G'day and Goodbye to TonyW and Noel who had arrived only minutes earlier. Will provide a more indepth update on the Coupe tomorrow, as well as providing O_D with the relevant numbers!

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Thursday 18th April 2013

Today was spent on the '35 Super Eight Coupe. Not that a great deal was accomplished but there was progress. First thing though was to move Fleurette off the hoist and the '35 onto it. After a couple of Ricks cars were moved, under their own power, the 2 Packards were shuffled under our own power together with help from Tim and John. Up on the hoist a preliminary undercar inspection revealed there is still much to be done to bring this historic vehicle back to the glory it once shared. Now, why would I use words like historic, glory and shared to describe this Packard? Because of it's prior ownership! Does the name Amelia Earhart ring a bell? When it comes to this Packard it certainly does, because this is the car that was presented to Amelia Earhart by the PMCC! Apparently after she left on her last flight, the Coupe sat in an airport parking lot for 2 years waiting for her to return! Ross purchased the Coupe from it's previous owner, who had owned the car for 45 years, in 2007 but it was in pieces. It was being restored in the US until Ross returned to Australia and brought it with him. Besides the Packard, also brought over were a Bentley and a TD Classic Prototype, Ross being the Principal of Marshall Groups TDClassic.

But back to the '35 Coupe. After I left yesterday Wade had looked it over closely and noticed a number of items requiring attention which weren't correct. Ross had also called in and ended up borrowing Wade's Ute to haul away the 6 new tyres and pallet load of boxes which arrived with the Coupe. Ross returned the Ute today, accompanied by his sister Gloria to show her the Coupe, but then took another load of parts with him, freeing up much needed space in the workshop. Wade's initial brief is to get the car running, although the engine had been rebuilt in the US fairly recently, but it's not running right. I think Ross wanted Wade to tear into the engine but Wade wants to hear and see it run before he goes that far. To achieve the end of the engine running Wade first wanted to attend to the basics, spark and fuel. Here was the first problem, finding the battery. Unlike many Packards, it wasn't under a seat accessible through the floor. Instead it was in an even more inconvenient place, under the golf club compartment. A very restrictive environment for installing and removing batteries! But seeing the Coupe was now on the hoist it was removed and replaced, because it was dead flat, from undercar. Two bolts and the battery tray drops down with the battery on it. Replaced with an Optima, out of The Fossil, it turned the engine over. At least that was a start. However trying to get it to key start, it turned over on the starter button, was another matter altogether. Although it has a new wiring harness in it, most of it is not connected, besides it was routed incorrectly through the pedal area instead of the allocated hole on the left side of the firewall. It and the dash will have to come out for the wiring to be rectified.

Putting that aside, started looking at the fuel system. First order of business was determining if the electric fuel pump was working. It didn't appear to be even though it was getting power despite the failings of the new wiring. Then drained the tank, made that much harder by a rounded off drain plug. But finally got the plug out along with about 1/2 a tank of dank foul smelling fuel. Next turned to the mechanical pump, but by this time Ross had returned and advised Wade that the dual action pump wasn't operational because it didn't have an arm on it. There had been a problem when rebuilding the engine so the mechanical pump, doesn't! It's there to fill the hole on the side of the block and to link up with the the fuel line plumbing to the carburettor. The pump has a blank off plate under it's top so that fuel enters one side, does a couple of turns(with pike and double somersault, degree of difficulty 1.9) and exits to the line to the carb. But before the top came off the pump the sediment bowl was removed, it too had dank foul smelling fuel in it along with sediment and what had been the remains of it's gasket. Also, Ross tells us, the fuel was about a year old so well past it's use by date. Then took the top off the pump to be met by the sight of the sealant used looking like slimy spaghetti spread over the blank off plate. Apparently the sealant didn't agree with the fuel used. Next the carb came off, it too had sediment in the float bowl and the accelerator pump was cactus. The float bowl was cleaned out, a new accelerator pump came "out of stock", some replacement gaskets, new idle screws(these last 2 from various EE22/23 rebuild kits used in Big Red and others over the last few years, the '35 Super Eight being EE23 equipped as I found out from the Model Info page for a 858 Super Eight Coupe. Have also cleaned up the fuel pump top and made a new gasket to replace the fuel incompatible one in use. Still need to clean the blank off plate and either make new gaskets for it or source a silicon impervious to the fuel being used.

O_D, pic's as promised below.

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Friday 19th April 2013

Found Wade under Amelia, just had to be the name for this Packard, when I arrived. He was looking at the various brake linkages which weren't connected or were incorrectly connected. But before attending to that took the front seat back from The Fossil to Mowads, a panel shop around the corner, for some work. Wade had been "promised", just about every day this week, they were coming down to look at and advise whether they could do what was wanted. And what was wanted? Creating the "cutout" on the right side of the metal seat so the seat adjustment handle could be mounted. But because Wade is using a LHD seat back, it's on the wrong side! Because Mohammed wouldn't come to the mountain Wade took the mountain to Mohammed or in this case the seat back round to Mowads! Left it with them and back to Amelia.

Part of the brake system fix involved the pedal which was half way depressed and wouldn't move. The reason for the half way pedal and lack of movement was found to be the stop light switch which was bent and out of position. The switch was removed for remedial action and will be reinstalled later. Next was sorting out the brake rods, these were held roughly in place by cable ties. They were also missing some shouldered bolts which fortunately were found in a large plastic bucket of nuts, bolts, washers, screws, springs, etc, etc which accompanied the Coupe. The mounting bolts for the brackets the cranks pivot on also required tightening. Assisting in this task was none other than Eleanor, aka The Fossil, which has an almost identical brake setup so reference was made on a regular basis. Good to see one grand lady helping another to regain her composure. While all this was going Ross arrived and not being directly involved with the brake linkage work proceeded to sort and package some of the parts and the large plastic bucket full of nuts, bolts, washers, screws, springs, etc, etc which accompanied the Coupe. Finishing with the rod and linkage setup undercar, there is still one connection to be attended to from above, then moved onto the brake cables. These too were weren't connected or incorrectly so. Required finding clevis pins, more consultation with Eleanor, cleaning of pins and clevises (or is that clevii?) and assembly. Wade also was able to supply a couple of rubber grommets for the front brake cables, although they won't rattle now they are very stretched and do require replacement.

Turned then back to the fuel system and cleaned up the fuel pump blank off plate. Also made a pair of gaskets to seal the pump top and plate, these were made from a pair of old fuel pump diaphragms by cutting out their middles. Also used plenty of gasket cement, but not Silicone, to assist in sealing. Along the way there was identification of parts for Ross and a firewall grommet retaining ring presented by Wade to Ross to replace the pieces of alloy presently used. Oh, and in an excursion under Amelia, Ross discovered some damage! At some point in it's transport from the US to Oz a forklift had been used to lift it, what an indignity! Has slightly damaged a chassis rail, greater damage to a cross-member, the tailshaft, is the source of the damage to the stop light switch plus more. Luckily Ross was on the phone straight away and learned he only had three days to make a claim for transit damage on his insurance. This was the third day!

At this point lunch intervened and all adjourned to the Pub to drown our sorrows for a good meal, liquid refreshments of your choice and great company. Then on returning from lunch, what's that lying on the floor of the workshop? Why, it's the The Fossils seatback complete with a new cutout on the right side and the old left side cutout filled and finished. Made for a pleasant ending to the day.
Mowads!

Won't pick up the running on the workshop again until next Friday because there wont be any. Ross is going up country to a friend with his Bentley. Wade is visiting his daughter up North. While, I'm accompanying Noel on a journey of discovery looking for a possible venue for our 2015 National Packard Rally, that's Monday and Tuesday. And on Wednesday and Thursday I too am heading North to visit my Dad on Anzac Day. Being a 92 yo digger he will be accommodated in one of the local Early Ford V8 Club vehicles members provide for any veterans needing motorised transportation in lieu of marching.

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Mal,

I'm just curious, but why aren't you (collective) repairing the mechanical fuel pump on Amelia?

Cheers,

Tom