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Tuesday 15th November December 2009

EDIT - Thanks to JD my senior moment, above, is now rectified.

The big day, drove the '41 down to the workshop and, for a change, beat Wade in. Program today was to take Noel's '39 out of it's slot in the workshop and replace it with the '41. Then to start dis-assembling the '41 for removal of the engine, trans and overdrive. In preparation for that, and waiting on Wade's arrival, I sat down to read the manual to see what it says about engine removal. The short answer is nothing! OK, then the waiting game begun. Wade finally arrived about an hour later with some lame excuse about having an appointment this morning he'd forgot to tell me about. No worries, I wasn't going anywhere. But with Wade's arrival in John's '39 110 came a problem. On the way home last night the top radiator tank had developed a leak! This necessitated a change of plans to accommodate fixing this latest problem. This necessitated moving Old Blue out of the workshop and John's '39 in, in it's place. Then came the planned shuffle of Noel's '39 and my '41 taking it's place.

Then, while I set about operating on the '41 by removing it's bonnet(hood) and starting removal of engine accessories prior to engine removal, Wade drove over in Old Blue to see John about the '39. Reason Wade drove was to 1) give Old Blue a run, it had been a while, 2) to obtain John's authority for Wade to act on his behalf in dealing with the RTA about the engine change, and 3) to advise John on this latest development! And the way Wade prepared John was to ask "How's your sense of humour?" Must have been good, because Wade returned with the authority signed and otherwise intact.

Back at the workshop it was the '39 110's turn to be operated on, so to speak. Rather than remove the front clip, Wade was of the opinion that by removing the bonnet(hood), the cowl to radiator rods, the fan and the waterpump the radiator could be lifted out without too much trouble. Wade had to do his usual trick under the dash to undo the nuts holding the rear bolts holding the bonnet(hood) while I held the bolts on the outside. The bonnet(hood) was then removed and placed on a frame but returned to the '39 later, so it wasn't an obstacle in the workshop. The rest of the dis-assembly, cowl to radiator rods, thermostat housing from head, radiator hoses, fan, waterpump and radiator bolts including the big lower nut/bolt, etc, etc went well. Lifting the radiator out of a 110 is comparatively easy because it's light compared to the larger Packards. Radiator into Wade's ute and it was off to see Dave at JJ Smiths at Marrickville. There Dave looked it over and said it should be ready tomorrow but before that he commented weren't we there to pick up a radiator for a '52, were we? Realised he was talking about JeffC, who'd phoned Wade a little while ago to get JJ Smiths details. Jeff has had overheating problems in his '52 for almost 3 years now and is having JJ Smiths build him a radiator to overcome his problem. Seems he's got a manual trans radiator in his ultramatic '52 even though everything else has been done such as flushing and cleaning, distribution tube, head gasket/s, water pump, radiator hose filter, everything except a new radiator. Well by the look of the new core he'll have plenty of cooling available with four rows of tubes. If this doesn't fix it, Jeff, probably nothing will!

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Wednesday 16th December 2009

After successfully removing the radiator from John's '39 110 yesterday, without needing to take off the front clip, it was felt that this could be the way to go with the '41. Wrong move, although we did get the radiator out without removing the front clip, had to also remove both front inner mudguard(fender) panels and the right rear inner panel, as well as the fan, pulley and waterpump to do so. However when trying to access the accessories on the engine to remove them they were very awkward to reach, so the bullet was bit and the clip came off. Prior to all this though we did a compression test, I know it's a bit late but I wanted to know and, to be able to answer Dave and John who suggested this but a whole lot earlier in the piece. Results were: Cylinder and Pressure 1 - 105, 2 - 120, 3 - 110, 4 - 110, 5 - 110, 6 - 100, 7 - 95 & 8 -90. Not too bad, but not too good either. Excluding 1 they decrease in pressure from 2 to 8. Then it was "off with it's head", relatively straight-forward except for the difficulty in breaking it free from the block. Tried shifting it just using compression, and that worked much, much better after putting the plugs back in! Loosened it a bit but the rear still held strong but finally, after some "persuasion", the grip was relaxed and off it came. Next it was checking the head, a quick look over doesn't reveal anything untoward except for being well carboned up. Then the bores and pistons. The bores have a fairly substantial ridge on the left side of the block and this was explained by the pistons. Scraping the top of #1, looking for size marking, ie Std, 010, or 0x0, instead found the numbers "795", but more tellingly the marking "FRONT->". Only trouble with this, it was pointing to the rear of the engine! Checked another piston top, #3, same again "795" and "FRONT->" and pointing to the rear also. Didn't check more piston tops, at this time, but this helps explain the bore wear. Because, as I understand the talk in the shop today, piston pins are slightly offset to compensate for "thrust" purposes and being around the wrong way this exacerbates rather than compensates the thrust aspect. Hope that wasn't too technical? So at the moment the '41 is up on jackstands at the front, front clip off, front wheels off, radiator out, head off, waterpump off, carb off, generator off, starter off, horns off, distributor off, fuel pump off and oil filter off. During all this Wade had a call from Dave at JJ Smith's advising John's 110 radiator was fixed, tested and ready to be picked up. Also rang Harvey to tell him 1) he can borrow the fuel pump heat shield off the '41, and 2) I've ordered his '40 Willy's grill. Regarding the fuel pump heat shield, neither of the '39's that Harvey is working on for his boss have one and he'll use mine as a pattern to make a couple.

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Mal,it would recommend to clean the engine water/cooling circuits as well, it might eas things in the future.
Its interesting that on many engines(not only flatheads) I have repaired the last ore last two cylinders get worn off the moste, can someone explain to me why is that so?

Quote:

Yup, cavitation. The rear cylinders are the hottest cylinders of any engine. What happens is under the heat and pressure little air bubbles form in the coolant (which is actually the molecules separating into gases) and then proceed to explode. These micro explosions in the water jacket most often occur in the very rear of the engine, which is why you see little craters and pockmarks back there. Most people think it's years of corrosion, (which technically it is, "cavitation corrosion") but this occurs on engines less than 5 years old as well.

So sayeth the Ford Power Stoke Diesel video I was forced to watch a few years ago at the Ford dealership I worked at....

Are you going to pull the coolant distibution tube? I think the present state of the engine with the clip removed, is the only way to remove it.

PICs would be appreciated.

lowell

Thursday 17th December 2009

First up pulled the intake/exhaust manifold off the '41. While I was doing that Wade was working on removing part of the clutch pivot mechanism. And looking at all the linkages, brakes, clutch and trans - all will be pulled, cleaned, repaired where necessary, painted before being re-installed. Then Wade was off to pick up the repaired radiator for John's 110, leaving me with plenty of instructions about what to remove or loosen underneath the '41 for the engine/trans removal. Great day for it too over 40C in Sydney's west and there you have a fat man struggling under a Packard to loosen painted on nuts/bolts(wonder who might have done that with POR-15?). Besides the painted on ones there were the ones still held in place and resisting movement courtesy of good old Idaho dirt, will it never end? During my long sojourn under the '41 Wade returned with the radiator so while I continued that Wade flushed the block of the 110. That done I emerged to help with the radiator, water pump, pulley & fan, thermostat housing, hoses re-install, a much cooler and comfortable work situation. Radiator went in easily except for the "padding" between the bottom frame and the front crossmember which slipped out of position first time. Second time, with the padding secured in place, it was even easier! With all back together, but before putting the bonnet(hood) back on, fired her up. All looked well until a leak was noticed at the top rear of the waterpump where the body and the steel backing plate join. Very disheartening for Wade, after all he's put a lot of effort into John's car but having one problem being solved then another another rears it's ugly head. Unfortunately, or maybe it's fortunate for Wade, I won't be there tomorrow to help hinder because the granddaughters require my attention.

Quote:Lowell,

I see you've made a number of posts about distribution tubes, you obviously have an interest in them. Because the engine is going to be completely re-built everything, including the distribution tube, will be pulled from it. I'm very hopeful it is in good condition, the water in the cooling system was clear and with the water pump off the front end of the brass tube looks pretty clean. Once we pull it we'll know more.

Don't I post enough pic's? Or is it you'd like to see pic's of the tube or other specific parts? If so, let me know and I'll take 'em and post 'em.

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Hi Mal,

Reading this thread has become a daily obsesion. I have been too busy at work to be able to drop by as promised - but maybe next week? It always seems like my work load and obligations expand to fill every moment and won't let up to give me some 'hobby' time... bugger!

Anyway, all the best to yourself and Wade for Xmas if I don't get a chance to catch up before hand.

Cheers

Matt Snape

Quote:Matt,
If that's the case, I suggest a visit to the doctor before it's too late!

Be good to see you next week but, with Wade going off on a break over Christmas, the opportunities to do so are limited to Monday or Tuesday only.

Friday 18th December 2009

Didn't get to the Workshop today but had a phonecall just a while ago from Wade updating the situation. John's '39 110 had the waterpump pulled and new gaskets made from a different material and that's the waterpump leak problem fixed. Wade will drive the car over the weekend to make sure all is well and return it to John next week.

Then on Monday morning, when I'm donating blood in the morning, Wade will be doing a pickup run. Big Red's crankshaft, rods, flywheel and clutch from Parry's Engineering and Noel's '41 160 re-built front shocks from Tony "Shocks". Wade will be very pleased about the Big Red situation because now he'll have all the parts to be able to put her all back together again. After all it was only back at the beginning of April that Big Red went in for a refresh. That it grew from there is a given for a 72yo Packard, waiting for parts, waiting for machining, finding more work/repair/refresh/rebuild/replace is required than expected, and wanting to do the work once and once only.

Your photos are excellent but there are never "enough" ..
I have worked on Ford and GM cars but I am always run
ning up on new show-stoppers on my 39 like distribution tubes, shutter-stats and pulling rear hubs on tapered axles.
Would appreciate photos of "pulling the distribution tube".
I am not as comfortable with pulling the front clip as you all are. I don't want to do it but once in my lifetime,

After cornering most of the pullers in town(that didn't work), I found an old one belonging to an old friend who used to run a frame straightening shop.It will be -5*C in my shed tomorrow and I hope some heat on the hub plus this puller will get the job done.