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Tom,

Good question and, although I've tried to tip-toe around it by ignoring the obvious elephant in the room, your question deserves an answer. The trouble is that the pump is not connected to operate off the cam! As you're aware the operation, or rather non-operation, of the vacuum portion of the pump is also affected. Apparently the US rebuilder of the engine had a problem, which I don't fully understand, but relates to the rod that runs through the block to the cam to operate the double action pump and couldn't fix it. Wade, is perplexed as to why this wasn't fixed but, in the current situation, is stymied unless the engine is pulled down. But that scenario might be available in the near future, after the engine is heard running. This is because there are issues with the way the engine runs, including I think "noise/s" after the rebuild. Rather than jump straight in and tear it down, Wade first wants to hear it running then start diagnosing from that perspective. Teardown will be a major task which may not be necessary. Or, if it is, hearing the engine run could point to the source of a problem rather than going in blindly.

So there we go, bared my soul as to why the pump wasn't repaired. Would prefer there be no further comment on this, it should have been done "correctly" in the first instance, because circumstances have given us what we've got.

Friday 26th April 2013

My first task today was removing the knob from the top of a spare oil filler tube top because the knob on Amelia's is broken. To access the screw holding on the knob the lid for the oil filler tube first needed to be removed. Then the plate under the lid was removed by carefully, very carefully, bending back the tabs holding the plate to the lid. Following the plate being out of the way, the old metal mesh between the plate and the lid comes out, also very carefully. With all that out of the way the screw retaining the knob to the lid is now accessible. Screw out, the knob was cleaned up in the blasting cabinet and the screw lost when I was cleaning it on the wire wheel! Into a junk box and another screw found as well as a replacement spring washer because the original was broken when it came out. All that remains now is to paint it and affix it to Amelia's oil filler tube top.

While I was dealing with the knob, Wade was dealing with Amelia's stop light switch. The switch had been brutalised when Amelia was forklifted at the container wharf. Wade thought knew he had another one on the shelf but, as can happen, it couldn't be found. Wade was going to use his spare as a model for the repair of the bent switch assembly. Repair work to the switch involved bending the tube at the top of the switch back into alignment, then bending the large tab of metal that acts as a bracket bolting it to the frame. Without a sample it took a number of attempts to get it right but right it is. And now that Amelia's switch is fixed, the one on the shelf is bound to be found!

Then turned to Amelia's electric fuel pump, although connected it wasn't working. This time Wade didn't turn to the magic parts shelf, instead he went to his desk and appropriated the 6V electric pump ex pepepackard, but intended for Roy when he returns for further attention. It's the same as the non-functioning pump and would have been a bolt in replacement, except an in-line filter was also installed between the tank and the pump. Although there is a filter on the inlet side of the pump Wade was taking no chances because of the demise of the old pump. Besides, with the mechanical pump being non functional, the electric pump MUST work! So this precaution was taken to preclude contamination of the pump.

About this time lunch intervened and on our return who was there to meet us but Ross and his partner Robyn. Ross had brought over his prototype TD2000 which following crash testing as well as meeting everything else required, has been certified for US acceptance. A lovely car and I even managed to drive it. That is, out of the workshop and then back in, must have been 60 metres all up! But while it was outside in the sunlight, I took a few pic's as is my bent. Reason Ross was there was twofold, delivery of more parts and a wiring diagram for Amelia, and to see if he can get the TD2000 up on a hoist. This is because it's making a lot of exhaust noise, which it wasn't before being shipped to Oz. Unfortunately all the hoists were full but Ross gets a hoist opportunity tomorrow about 9:00am. And a little aside here. Last week, I'd jokingly said to Ross we were almost related. Why? Because his partner Robyn and my son-in-law's mother Jan have been friends from childhood and remain so. But today that came closer to the truth when Robyn advised she was also my son-in-law's Godmother. Maybe not related, but the world can be a small place at times.

Last thing today was setting up a leak test on Fleurette's inlet manifold, will sit over the weekend, see pic.

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Monday 29th April 2013

On Saturday Wade had connected up the vacuum valve, that Ross had provided, to the brake rod assembly on Amelia. But to get it to fit some adjustment of the brackets were necessary which resulted in the stop light switch now being out of alignment. Added to that, another session under The Fossil revealed there's a part missing from the top of the rod of the brake light switch and Wade doesn't have one on the magic shelf. Anyone out there have a spare? But, as predicted, he did find the spare brake light switch he was looking for last week! Still needs to have vacuum hoses connected. Although there is one hose there, from the booster, but it's too short! Also on Saturday Wade had put Ross's TD2000 up on one of Rick's hoists and they found a loose panel but there's also an exhaust leak which hasn't yet been resolved.

So on to today. Wade firstly demonstrated another of Amelia's forklift inflicted injuries - a bent tailshaft, don't seem to get any better! When I arrived Wade had Amelia's had the oil filler housing off and on the bench in pieces, and a sorry sight it was too. Whoever had it apart previously hadn't taken very good care of it. Besides being full of silicon gasket sealer, parts were bent or missing. Reason Wade had taken it off was to put on the knob, I'd cleaned up on Friday, after painting it. It's a much easier task to do this off the car than on. Except it turned into a full reconditioning job on the whole oil filler housing! Spent a lot of time scraping silicon out of the housing and out of it's base. While I was doing that Wade had his spare housing apart and from it donated the baffle structure, because Amelia's was missing a piece of hers. Also cleaned up Fleurette's intake manifold, it had passed the weekend leak test.

And, speaking of Fleurette, next was a trip to Redi-strip to pick up Fleurette's hot-tanked block and head. On the way called into Pirtek at Rydalmere and picked up a brass plug for Amelia's carb as well as 1 metre of hose for the connections to and from the brake vacuum valve. At Redi-strip the block and head "weren't quite ready for pickup". This though Wade had heard from them a week ago that it was. But it was OK, the reason being it was still in the Caustic tank and had been left there for safe-keeping. It was a matter of lifting it out, pressure washing it inside and outside, drying it and finally applying a protective coating. Interesting to see the procedure as well as the same being done to a BMW body just as we arrived. Told that the procedure for car bodies is caustic, to remove the paint, then acid to remove the rust. During this step the body is taken out of the tank every day and pressure washed then back in the tank and repeated until all rust is gone. Then back into the caustic tank, to neutralise the acid, and at this point an electric current is introduced because the pressure washing doesn't get into any seams. Then pressure washing, drying and protective coating applied. Probably mixed something up, or got it wrong, with this explanation but I tried. Then dropped off the block and head at Wilkins Engineering, the parts required for the rebuild arriving in the country next week ex DAF and courtesy of Barry Smith's hand luggage! On the way home it was into ABC Bearings for a new pilot bearing for Fleurette.

Back at the workshop, who should be sitting there reading the March 2013 issue of The Cormorant News Bulletin but Ross, with Wade showing Ross the latest forklift misfortune. Ross had brought over more small parts, some readily identifiable as belonging to Amelia, others more puzzling.

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Tuesday 30th April 2013

Wade was working on the cap for Amelia's oil filler housing when I arrived. In lieu of reusing the wire filter that was in the cap he was going to reshape a wire wool scouring pad instead. However to save some effort I suggested the use of the wire filter from the housing and cap on the shelf, it being already shaped and bona-fide Packard, and this he agreed to do. Not often a Mal suggestion gets acted on! While he was doing that I was set to work on a pair of MBM gaskets for the base and the housing. One for between the housing and the base, the other for between the base and the crankcase. The other part that needs attention in the oil filler housing is the baffle/filter assembly. Wade has donated the baffle structure from the unit on the shelf but it's missing its mesh filter. While the mesh in Amelia's is cactus. Searched the internet for something suitable last night but not wanting a 1m x 1m sheet of stainless steel mesh found instead a kitchen utensil, which 'might' be a suitable substitute, a hand held strainer. Only trouble is the mesh looks to be too fine and would be restrictive when filling or topping up the oil. But I left before a test was performed to determine suitability. Not to worry though, I have another thought for something which should be suitable, see pic.

During the course of rounding up the gasket paper to make the oil filler housing gaskets for Amelia, know what happened? The Fossil scratched me! When the front seat back returned from Mowads a week and a half ago it had been stowed under the rear of The Fossil itself. Only trouble was there are two sharp corners on the base and these were pointing out and up because of the position it was in. As I swung around the end of The Fossil ouch, an instant sharp pain, the result being a scratch about 4" long on my right leg! Fortunately the scratch wasn't deep so sprinkled it with black pepper, that stops the blood flow, and carried on. However once the gasket making and filler housing cap were finished turned to temporarily installing the front seat back in The Fossil as a shop safety measure. Meant removing the RHD drivers seat and removing the two front seat squabs and squab bases. Then sliding the seat back in and temporarily bolting it in place and returning the sliding seat, bases and squabs.

Workplace safety taken care of turned back to Amelia and readying her for startup. Part of this was the need for a rod for the choke mechanism because the rod between the choke control on the exhaust manifold and the choke butterfly rod on the carb is missing. To aid in this process I had brought down my bucket of rods, rod ends and heim joints from my misspent youth days. Surely there had to be something in there that would fit? I also brought down a couple of rods off the incomplete electromatic clutch that formerly graced my Coupe in case these could be adapted. First rod, although looking promising was too short. Also determined the choke assembly had been installed 180 degrees out on the exhaust manifold so that needed fixing too. Turned out that a combination of rods was required, most were too short by themselves but a couple of rods coupled together might do the trick. With a change of one clevis end for another on the left hand threaded end of a brass rod body together with the longest 'small' rod on hand we were in the ballpark. But the longest 'small' rod had the wrong thread for the brass rod body. Contemplated retapping the thread to suit the thread on the longest 'small' rod but didn't have a tap that size, everything else but that! However the tap and die set has two halves, one side is SAE while the other is Metric. So, and here it's best kept low key, the longest 'small' rod and the brass rod body were rethreaded and retapped to 5mm. Might not be kosher, but then hardly ever is this type of course of action contemplated let alone proceeded with. Suffice to say, Amelia now has a working choke linkage, I'm sure she at least will appreciate that.

Also had a couple of drop ins. Ross with some more wiring details for Amelia. Ross was returning later but I had to leave before he returned. And Noel with the '41 interior door handles I'd sent back with the other handles and stuff a couple of weeks ago. A Texan benefactor is going to provide the missing link, in this case a '41 120 interior door handle. Noel also brought over a new head gasket for Fleurette, ex pepepackard. Wade also took the opportunity to talk to Noel about a couple of matters relating to Fleurette's engine. Being the necessity for a new set of head studs, had thought these might not be necessary but after the hot tank it's apparent the old ones have to go. Also that K liners are also required and hardened exhaust valve seats are recommended. Fleurette won't know herself after all this! All the parts being sourced from the US arrive with Barry on Saturday. So, come Monday, they together with crankshaft and all the other parts required will be going to Wilkins Engineering for Graeme's tender touch.

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Wednesday 1st May 2013

Wade and Ross were working on pressurising Amelia's fuel system when I arrived, that is the part of the system from the tank through the fuel filter, electic pump and through the line to where it exits in the engine compartment. After the initial pressurising Amelia's new electric pump was then able to do the job. It took three passes before clear fuel came through. It was decided to be safe rather than sorry so another filter was plumbed in between the end of the chassis line and the fuel pressure regulator and blanked off fuel pump. Not pretty, it's a temporary measure, and will be removed once clear fuel is evident through the entire system after the engine runs for a while. Next was pumping fuel through the system including the new filter, regulator and blanked off mechanical pump to the disconnected line to the carb. This too took three flushes before clear fuel was coming through.

This brought Amelia to start up point but unfortunately Ross left before this juncture, having an appointment to keep. To facilitate start up, the Start-u-bastard spray was employed but the engine was turning so slowly that didn't help. To alleviate this situation a 12V booster was employed and by this means Amelia sprang into life. However she made quite a racket for a grand old lady. A lot of rattling from within the engine accompanied by exhaust leak/s and without a return spring at a few revs too. Hand throttled back by moi, as I was on the carb side of the engine administering Start-u-bastard as required, that was my responsibility. However soon shut it down, rattles aren't a good sound. Wade then rigged up a temporary return spring and tried again this time monitoring the oil pressure, but there was none! Wade checked the oil pump pressure regulator and found it to be right out, not good. Also rigged up a remote oil pressure gauge, John's, in lieu of the line to the dash gauge. But back to the oil pressure regulator, the lock nut had rounded off corners so was a bear to remove. Wade thought he had a spare on the shelf but although two regulators were found neither had the locknut. Turned to the various "junk boxes" and found some very large nuts that fitted but they were too big, there wasn't a spanner(wrench) which would fit them in the space available. But there was one very old and very rusty nut that was close. Didn't fit, too small a thread, but there was a spanner(wrench) that fitted. So drilled out the nut and retapped it for the 3/4" NF thread required. Regulator then adjusted to provide oil pressure and another start up, but same result, barely any oil pressure. At that point I had to leave Wade to it as I too had an appointment to keep.

Wade thinks the noise inside the engine may be metal hitting metal as he doesn't believe it's bearing related. Could also have something to do with the rod for the double action pump not being connected. However, because of the lack of oil pressure, he's first going to demonstrate where we are when Ross returns this afternoon. Upshot will undoubtedly be the sump(pan) coming off as well as the oil pump and regulator being closely inspected.

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Thursday 2nd May 2013

Been somewhat lacking in updating the Blog recently. So a just a quick catchup here. Upshot of the days activities after the sump(pan) was dropped is that Amelia needs at least a partial engine overhaul. And Ross is keen to get a message out that when it comes to things Packard that experts need to be involved and that preparation is an essential element of this. Apparently he's had three different mechanics do three rebuilds of the engine while the car was in the US, with guys in Texas, Tennessee and Kentucky each trying their hand. Finally, he's brought Amelia 'home' to Australia for Wade to work on. Plans are being formulated of what to do from this point and another rebuild of the bottom end only is one scenario. Whether it's more will depend on what's found when the rest of the engine is dis-assembled.

And an aside: Forgot to include in my 13th March post that I surprised Wade with a little gift that day, being a '34 Packard wiper motor. At that moment he had none! Last year during my Hershey trip, acting on Wade's behalf, Noel and I dropped in a pair of '34 wiper motors to Rob at Ficken Wiper Service for rebuilding. But Rob took one look at them and expressed grave doubt they were rebuildable. After this setback, Noel and I scoured Hershey and eventually found another pair. This pair also received the same sentence of death from Rob. However both pairs of motors were left with Rob for a detailed inspection and assessment following return to his shop and, if possible, rebuilding. Following Rob's preliminary diagnosis, although that was for unopened motors, from time to time I've searched eBay looking for '34 wiper motors. Among the few I've found, and very few come up for sale, this one sold for a reasonable price while all the others were very expensive! Recently heard from Rob that the four wiper motors are not rebuildable and arranged for their return to Wade. Yesterday Wade was able to advise that they'd arrived home.

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Monday 6th May 2013

Saturday morning saw a "courier" delivery of Packard parts courtesy of Barry Smith. Barry had been in Texas last week, which was timely, and was able to pick up the parts required for Fleurette's engine rebuild, plus some other stuff. Wade met Barry at Sydney's Mascot airport where he needed to change planes to get home. Fortunately, or is that unfortunately, because it was a long wait for the connecting flight. But this enabled Wade to meet Barry and his 80+lbs of goodies and take him to a nice breakfast spot on the water, suggested by Noel who was able to join them there.

So with all the parts required, and the block and head already with Graeme Wilkins, today it was time to get the new parts and rest of the engine parts to Graeme so he can get going on the machine work. New parts included pistons, piston pins and bushes, piston rings, cam bearings, big end bearings and main bearing together with a set of used rods to replace the babbitted examples taken out of Fleurette. Other engine parts included main bearing caps, camshaft, flywheel, clutch, pressure plate, harmonic balancer and a crankshaft to replace Fleurette's badly worn one.

Back at the workshop, with work suspended on Amelia, there was little to do. First I cleaned up a timing case pointer for Fleurette, it had been dropped in by Noel on Friday and is ex LesF. But Les had been a bit concerned because 120's don't come equipped with one and had quizzed Wade on why he wanted one. Wade advised that it was to make life simpler, being much easier to set the timing with an easily visible pointer and marks on the harmonic balancer than using the marks on the flywheel. Best thing is that pointers off later engines fit the timing case bolt spacing perfectly. Then filing or cutting marks on the balancer and painting both the pointer tip and marks with an easily visible colour makes setting the timing so much easier.

That done, I was then set to work on painting the replacement exhaust manifold for Fleurette. It's now a high temp exhaust paint grey. Included in the painting was the thermal choke cover and hardware along with a couple of spanners(wrenches) of mine for my garage art wall. While I was painting Wade gave Big Red some TLC, she's been ignored lately, with Wade checking fluids and attending to her other needs.

Of the 80+lbs of goodies Barry couriered in, the majority was for the care and comfort of Fleurette. But there were other parts including door handles for me, or rather for my Coupe. Some rubber parts, I suspect are for Noel's Coupe. And, much to my surprise, a pair of rear floor heater outlets, a rather rare item, for Big Red. Gina is going to travel in comfort during the upcoming Aussie winter touring season!

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Tuesday 7th May 2013

Although space is at a premium in Packard corner, with three disabled Packards already in occupation, today Wade prepared to bring another one in. This "one" being Roy, who Wade had prepared for the National Rally in March but stumbled before leaving. So after disassembling yesterdays windchimes featuring Fleurette's new exhaust manifold, some tools and equipment were packed, and off we went to bring back Roy for repair. And Wade had another of Richard and Wendy's Packards to attend to while there, Thelma! While Roy is a '39 110 Convertible Coupe, Thelma is the big sister '39 120 Convertible Coupe! Thelma's problem is carburation with fuel pouring out of it which Richard with the help of the local Motoring Association Roadside Assistance Officer couldn't fix. Plan was to take the carb off Thelma and bring it back to the workshop for inspection and rebuild if required. Once the carb was off Thelma, Wade was to drive Roy back while I followed in the Ute. That went well, for about 2kms, until Roy just died. Now we knew there was a fuel/carburation problem with Roy but he still ran, albeit slowly. But this time he failed to proceed. Some roadside checking found a weak spark and the coil was very hot. While I babysat Roy, Wade doubled back in the Ute and purloined Thelma's coil. But this coil also gave a weak spark so a decision was made to ship Roy to the workshop on a Table Top Tow Truck. Wade also sent me back in the Ute because Noel was expected early afternoon. Noel was able to mostly sort out the "other parts" couriered in by Barry on Saturday. Rubber is for his Coupe and he was going over to the panel shop with that when he left. 2 door handles for me, thanks DAF, a door handle for Emily and again thanks. And there were some mystery parts, mainly door locks, which need to have ownership identified. After Noel left, waited, waited some more and then waited still more and finally Roy arrived on a TTTT. Now I know Packards are perceived as big but a TTTT with a 30' bed just seemed like overkill.

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Wednesday 8th May 2013

In order to work on Roy in Packard corner, first needed to elevate a Packard on the hoist. But before doing that the sump(pan) needed to go back on. That done and Packard elevated tried to push Roy but he refused to move, the left front brake was grabbing when being pushed backwards. To enable Roy to be pushed, jacked the front end up with a trolley jack. The head of which fits almost perfectly in the centre front channel of Safe-T-Flex Packard suspensions, looks like it was made for it! Jack in place, front wheels elevated an inch or two above the floor, Roy was manouvered into place between the front wheels of the elevated Packard, just! The windscreen posts missed by an inch on one side and were shaved by the tyre on the other side.

Then started work on Roy. Initially, just trying to start the old feller, using a shot of Start-U-Bastard, but without response. Another spark test undertaken but with the same results as yesterday, not much! Wade then checked under dash and determined that the ignition switch was the problem. His solution was to wire a relay into the circuit and was about to do this when the Insurance assessor closely followed by Ross arrived. The Assessor was there regarding the insurance claim for the in-transit damage suffered between New York and Sydney. Because of Roy's situation, under the other Packards skirts so to speak, he again had to be moved. Once moved, undercar inspection and assessment followed. Then the Packard was lowered for inspection and assessment of body damage. Following Ross and the Assessors departure a number of attempts were made to align Roy to go back under the elevated Packard but each failed. For some reason pushing Roy back, again jack mounted, just couldn't recreate the alignment required to slide between the front wheels despite numerous attempts. Admitting defeat then lowered the Packard somewhat and removed firstly the left front wheel, and after more frustration, the right front wheel. Should have done that to start with, why take the easy way, right?

Was able to now return to Roy and addressing his woes. Wade had one relay remaining on the shelf and together with some wires, saved when Fleurette's wiring harness was replaced, and an assortment of connectors a relay was coupled into the ignition wire circuit. Bet you never thought Fleurette would ever be a donor Packard, did you Noel? Although Wade explained the whats and why this was happening, as with anything electrical, it all escapes me. I do remember he said it only takes milliamps to activate the relay whereas it takes a number of amps to activate the ignition switch. I think in effect the ignition switch is only used to make the relay work and once the relay is open and virtually all the current is flowing through it there are minimal losses so all the current gets to where it's required. (Sorry if I have this wrong, and please correct me!) One thing is apparent, it's all add in wiring and a fair bit of that plus the relay, but if need be it could be removed at any timr. First test was to see if the relay was working, done by me listening for a click from the relay when the ignition was turned on. And it did indeed click. Second test was turning the engine over, ignition on, with the lead from the coil to the distributor held by insulated pliers near a head nut. The resultant spark was just about good enough to weld with, bright and fat! Lead back in the middle of the distributor cap, me poised with the Start-U-Bastard over the carb throat, Wade in Roy, and away Roy went. As Wade pressed the starter I sprayed the starting fluid down the carb and Roy came to life. But.......after warming up and an idle adjustment, gently blipping the throttle produces a miss. There's just not enough fuel getting through.

Left matters with Wade at this juncture to attend another commitment. And Noel, found out that Wade has a can of the POR-15 black manifold hi-temp paint, so no need to pursue that.

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Friday 10th May 2013

Not long at the workshop today. But long enough to go for a fair test drive in Roy with Wade. Wednesday afternoon after I left Wade had jacked Roy up at the rear, because there wasn't a spare hoist in the place, and installed an electric fuel pump. This has certainly cured the fuel starvation that Roy had previously suffered. And yesterday, had found the accelerator pump on the 1bbl carb, a Holden(local GM product) example, wasn't hooked up. But managed to make a link for it with good results. Going on a test drive after this Roy bucked and baulked until warmed up and then ran well. After that also advanced the timing by ear, the timing marks on these are nearly inaccessible. So this morning, after some final tinkering with idle speeds, came another test drive. Again, until fully warmed up and until a 'modern' temp gauge showed 80c, the bucking and poor performance continued. But, once warm, Roy rose to the occassion with plenty of power, accelerating well and pulling up the test hill in top gear all the way. This last from a fairly sedate start, because you can't get a run up at this hill, so it's a good test.

Wade had also pulled Thelma's carb far enough apart to determine it needs a full rebuild. Will be recommending this to Richard, courtesy of Tim at Carburettor Service Company our carb rebuilder of choice. And received a phone call from Noel, keen to find out if Graeme Wilkins had been in contact with Wade about the machine work on Fleurette's engine. He had, earlier in the week, but it was only an inquiry concerning the fact the block is already sleeved. Noel, I can assure you Wade is just as anxious as you for things to happen sooner rather than later. Noel also advised that the "mystery parts, mainly door locks, which need to have ownership identified" have been identified. Sparkplugs and some door locks are for Peter Packard while a 51-54 sedan doorlock is for Jeff, PAC052.

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