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While John's might be a "A moment of confusion" looks like I succumbed to mass hysteria.

Dave said "Are we sure it's a Packard axle?" and I'm beginning to wonder that myself. Does anyone have a 120 axle around that can be measured to check? While I do have a pair of what I know are genuine 120 axles, they are in the Coupe and hard to access at the moment! I'll measure the ones in question next time I'm at the workshop.

Tuesday 6th May 2014

Yesterday a package arrived from my Texas Packard parts supplier, to wit one DAF. It contained a used double row roller bearing for the OD being rebuilt for the Coupe. So today cleaned it of the grease used to preserve it from oxidisation. Did the initial clean at home in my garage, which I've been tidying up over the last few days and in doing so discovered a couple of '60's metal 2 litre ice cream containers. Used one of these for the clean up, placed the bearing in the bottom then poured old petrol(gas) over it until covered. Trouble was there was a rust pinhole in the bottom of the container necessitating a quick transfer of the contents to a second ice cream container! Initial clean up done, it was off to the workshop for the final clean up phase with brake cleaner. Then a light oiling, and a "feel" check by John which was positive. Bearing will stay at the workshop awaiting Wades next visit for his inspection and approval. All that now remains for the OD rebuild is the adaptor between the Trans and OD housings.

Also received an email from Aussie Packardinfo member pepepackard, aka Fred. Fred asked "I have a spare axle for a Junior Packard, what dimensions do you want?" To which I responsed:

Overall length
Length of Splines
Outside diameter of splines
Number of splines
Length of taper
Diameter of taper at both thick and thin ends
Length of keyway
Width of keyway

Think that should cover things, and allow for positive identification!

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Fred for coming back with the following info for 2 axles, a right and a left, for the "a" & "b" dimensions.

Overall length = a. 32.5 inches b. 32.5 inches.
Length of Splines. a. 2 inches b. 2.75 inches.
Outside diameter of splines. a. 1.375 inches. b. 1.375 inches.
Number of splines a. 12 b. 12
Length of taper a. 4.312 inches b. 4.312 inches
Diameter of taper at both thick and thin ends a.1.509 thick end 1.25 thin end. b. 1.510 thick end 1.25 thin end.
Length of keyway a. 3inch b. 3 inch
Width of keyway. a. .310 inches b. .310 inches

While earlier today I dropped into the workshop and measured up one of the axles, trouble being I only had a mm tape with no inch markings, and have converted to inches care of friend google. But didn't measure both axles because I thought they looked the same.

Overall length - 805mm = 31.7" or 2' 7&11/16"
Length of Splines - 58mm = 2.28" or 2&9/32"
Outside diameter of splines -
Number of splines - 10
Length of taper - 90mm = 3.54" or 3&35/64"
Diameter of taper at both thick and thin ends - 38mm = 1.496" or 1&1/2" & 19mm = 0.748" or 3/4"
Length of keyway - 85mm = 3.35" or 3&11/32"
Width of keyway - 8mm = 0.315" or 5/16"

Hmmmmm.......Between Fred's dimensions and mine, there's not a single one the same, although using a tape and my eye is probably not totally accurate! With the question "Are we sure it's a Packard axle?" looking more and more likely to be answered in the negative.

More from Fred.

"for your info the part number for the axle that I forwarded the dimensions to you is 324946 and runs from 1938 (16th series junior) to the 1954 Panama according to the parts books"

Thursday 8th May 2015

Met Wade at the workshop mid morning after he'd picked up the rebuilt carb from Tim at CSC. Wade tells me that even though he'd taken the carb apart a couple of times all looked well. But Tim found a couple of things needing fixing, pays to take it to an expert! Then it was off to reunite Roy with his breathing system. Carb back on, some cranking to get fuel through the system, and Roy roared back into life. Allowed to run for a while during which time Wade adjusted the idle. Next was getting the new paper element onto the air filter. A couple of months back I'd found one to fit from Mr Filter at Toongabbie. Only trouble was, it didn't quite fit! Just a fraction too big in diameter. However a session with Maud's angle grinder bevelled the upper and lower outside rubber edges of the element just enough so that it did. But who's this Maud? Well Maud is Wendy's Mum, Wendy being the owner of Emily, '37 115c Sports Coupe , and wife of Richard, owner of Roy the '39 110 Convertible Coupe. One bay of the triple garage is Maud's studio where she creates all forms of artwork. Some of which apparently require the use of an angle grinder in their creation. So it's to Maud for having a well equipped studio that Roy can now breathe cleanly!

On the return trip to the workshop detoured to KevinA's place to pick up a glass doored bookcase, some Packard books(including a Hugo Pfaff as well as a Dykes) and a slew of Packard and other magazines. These had been donated to the club many years ago and Kevin had used them when he was an officer of the club.

Back at the workshop met up with MichaelK who was on his way to see Chris, starliner. Chris, besides his Packard projects is also building a hot rodded '53 Studebaker Coupe with, what else a Chev V8 but also independent front and rear suspension and rack and pinion steering amongst other features. Michael was taking over a pair of spare Packard number plates lights that Chris wants to utilise in lieu of the Stude ones. The Packard lights apparently have more style to them, naturally. Plus we saw what Chris is currently doing to his '54 Clipper Super Club Sedan. A couple of years back Chris had repaired the rear bodywork and repainted that part of the car. He's now doing the front bodywork and doors helped along with advice from his next door neighbour, an old paint and bodywork guy. Things are going along so well with the front of the car that Chris is talking about doing the back again because it now doesn't measure up!

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Thursday 15th May 2014

Not exactly Wades Workshop, 'cause in the absence of that, today I visited DavidM's Workshop. Although the nominal reason for the visit was Packard Club business, the real reason was to catch up with what David's been doing recently. And what has he been doing? Why working on the '30 740 Limousine, in partly restored condition, he acquired a few months back. The car was sold new in France by Parisian Packard Dealer Barbezat and as a consequence has a speedo delineated in KMH, very useful in this day and age in Oz. Apparently none of the early history of the car is known other than that it was imported from the US to Oz many years ago as a restoration project. Interestingly, when David was in France a few years back for the Euro Packard Rally, part of the Rally was a visit to the Barbezat family chateau which has custody of the early records of the dealership. But unfortunately, they didn't go as far back as 1930! History or lack of it aside, when I arrived, David was working on the 6 wheels, preparing them for painting. Besides that there's still lots more to do including reassembly, roof, interior, etc, etc.

David now also has a source for the detail information requested in this post, after a long time noted Packard historian responded to David by PM.

Meanwhile back to the wheels, I'd never been close to a '30 Packard steel wheel until today and one feature I noticed was that, although the outer disc has a hole for the stem of the tube, there's also another hole in the rim itself for the stem of tube. Learnt something there!

Another piece that David's been working on is the holder for the rear seat microphone because his is missing. A guy in the UK also has a 740 Limo and he was able to provide David with photos and dimensions. From there David has created a pattern, after a number of attempts, and will have a number of holders cast up. So if anyone with a rear seat microphone needs a holder, put your hand up now or better still contact David by PM!

Also, took some photos while there and David took one of moi in front of his '29 Runabout, including part of a finger obscuring the lens. Thanks David, it's not often I get out from behind the camera!

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Tuesday 27th May, 2014

Weekend before last had a Packard club run to Ulladulla about 250 kms away on the South Coast. Visited Neville, a Packard club member with a '34 1100 Sedan, at Ulladulla and saw his collection of other cars(mainly Paiges, Grahame-Paiges and Grahames) and also his truck collection. Stayed overnight and on the way home on Sunday stopped at Berry where about 500 old cars were gathered in the local showground for National Motoring Heritage Day. Then, when nearly home after coming off the Freeway, noticed the temperature gauge was climbing. It's usually very benign so that sight was a concern. Being only a couple of kms from home made it without overheating so that part was OK.

Couldn't see an obvious leak although what I thought were bugs on the windscreen was actually coolant which had been flicking back! Thought the top radiator hose could be the culprit because of the discolouration there so ordered a radiator hose set from Max. But with other matters occupying my time couldn't attend to this till today and, especially when I found Wade was coming down to the workshop, made the time! There, very careful inspection found that it was the waterpump that was leaking. Removed the pump, disassembled it and found that besides the seal the bearing wasn't healthy either. Pushed the fan/pulley boss off, the impeller off and the shaft and bearing out of the body. But not having a rebuild kit, what to do? Wade had a new seal on the shelf at home but what about the bearing and shaft? Well, after a trip to ABC bearings, we had a shaft and bearing. Not Packard, the lady there asked if we had a Toro lawnmower! But it'll fit, bearing is perfect but the shaft is too long at either end. Not to worry, because Wade will use the shaft and bearing and trim to size. All going well Wade should be back at the workshop, where the Coupe is temporarily residing, on Friday. Then it'll be time for some MBM gaskets and the rebuilt pump can go back on. Had a visitor Chris, starliner, who was picking up a replacement power aerial which Wade had sourced, for his '54 Clipper Coupe. Not kosher, but at about a 1/10th the cost of the genuine thing from a Packard vendor it's worth it.

There'll be a test run of sorts on Sunday, to North Head, about a 60 km round trip for a Packard club run. Then later next week we're off to Mildura for a much longer Packard club run, it's about a 2100 km round trip! That'll be over 6 days, with about 70 people and ?? Packards in attendance, looking forward to it.

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hi mal; hope all is well with all the down under people; i now also have a 33 1003 as i am sure u noted in the registry, and saw a picture of the fossil looks to be a club sedan. do u know what year and what color it is? thanks much jon

G'day Jon,

Yes all is good, and trust all is well with you and yours? I did note your '33 was in the Registry, post #8 in this thread refers, looks like the fleet is growing.

Wade's Fossil is a '34 Eight Club Sedan which progresses very slowly, couple more fairly recent pic's below. As to the colours, Wade did tell me but I'll have to get him to refresh my memory.

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Friday 30th May 2014

At the workshop today Wade arrived with the rebuilt waterpump unit together with the large 'plate' gasket, a leftover that was sitting on the shelf. Leaving only one MBM gasket to be made, the smaller pump gasket that goes between the pump and the engine block. To help accomplish the task Wade also provided a pair of scissors and a small ball peen hammer. Gasket made, turned to the engine block facing which I'd scraped down yesterday but last night, after examining the pictures taken, found there were still remnants of the old gasket evident. From the pictures, was able to target the gasket remnant areas satisfactorily. Then gasket cemented and bolted the pump backing plate to the pump housing using only the 3 thin headed bolts. Then after gasket cementing the MBM gasket used the four large mounting bolts to align the gasket and pump and fingered tightened the bolts to the block. Then removed those bolts one at a time and after liberally gasket cementing them returned them from whence they came. This, in case, these bolts should intrude into the water jacket. These bolts also have copper washers. After all were "gooed" up everything was then tightened down, upper radiator and heater hoses reconnected and water added for a short fire up and stationery leak check. Passed, no drips, drops, or other leak evidence. Fan belt, fan pulley and fan then added to the mix and fan belt tensioned and generator snugged up. Fired up again, but wait, what's that clicking noise? Don't tell me the new bearing isn't a good 'un! Fortunately soaping up the segmented fan belt got rid of the little men with hammers, that's what it sounded like! Drove home, parked in driveway for an hour and no sign of leaks. But Sunday will be a better test with the club run to North Head at the entrance to Sydney Harbour.

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