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Re: Wade's Workshop
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Home away from home

JWL
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Mal, nothing like having a "little" help. Priceless. We are so lucky.

(o{I}o)

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Posted on: 2010/9/8 10:40
We move toward
And make happen
What occupies our mind... (W. Scherer)
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Re: Wade's Workshop
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Ozstatman
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Thursday 9th September 2010

Quote:
JW wrote: Mal, nothing like having a "little" help. Priceless. We are so lucky.(o{I}o)
John, you're so right.

Quote:
Ozstatman wrote: Quote:
traumjaegercat wrote:......When are we coming back to the 34? .......Terry
Terry, Return to the '34 shouldn't be too far away. At the moment focus is on getting ready for the 2010 Packard National Rally......Wade.........is expected back late October, so maybe then......
Terry, I didn't lie, it's just that I need to polish the crystal ball!

Actually worked on the '34 today. The '39 expected for a pre National Rally tune-up, service and check-up hasn't arrived yet because it's waiting for bodywork to be completed. So in it's absence the '34 finally came to the head of the queue. While yesterday Wade and Gina headed south and picked up some more '34 parts from the painter. All that remains to be painted and picked up are the front 'guards(fenders-US, wings-UK) and the bonnet(hood) side panels.

Amongst the painted panels picked up yesterday was the radiator shell. So we set about installing it on the '34. Turned out to be a tight squeeze to get it onto the radiator and radiator shutters set-up on the chassis. It was also complicated a bit by the fact that when Wade bought the '34 some 10 years or so ago it was in pieces and so Wade in putting it back together didn't have the benefit of the taking it apart phase. The front of the '34 features a very strong structure tying together the mudguard(fender) brackets and headlight mounts by means of a bar between the radiator and shutters which has a large flange at each end. Until this bar and it's associated flanges is in position it creates some difficulties in aligning the radiator shell so that it fits past the shutters, up and over and down on the radiator filler neck, under the bottom of the chromed shutter base and the tabs on the vertical centre divider bar aligning with their slots. But in the end it all went together. A nice finishing touch was the mounting of the crank hole escutcheon, looks good!

During this exercise Harvey arrived bringing with him a rebuilt cowl vent drain tube. This tube is steel tubing, with a 'Y' junction at top, which runs down inside the firewalls exiting behind the engine block at the base of the outer firewall. The tube Wade had was very rusted around the 'Y' junction and some months ago Wade had started bending up a replacement using copper tubing. But because it has an out, and then an in bend, near its base getting bends without kinks like the original was proving impossible to do. Last week when Harvey was over he'd volunteered to do it in steel tube and had phoned Wade on Monday saying it was ready. Harvey found that bending the in and out bottom bends was also an impossibility but came up with an innovative solution. Use the bottom off the original tubing complete with bends and mate a new top section to it with the appropriate 'Y' junction. Worked out well.

Next we turned to the firewalls. Yes, that's right, its plural with an inner(passenger cabin side) and an outer(engine side) firewall. Maybe the inner is a bulkhead, rather than a firewall? Anyway between the two is a double layer of sound deadening/heat insulating caneite material. This was being replaced because although Wade has one, from the '34 he bought to replace the body destroyed by fire, it's LHD and his is RHD. The inner firewall(bulkhead?) is from the LHD car but it's been modified to now be RHD to suit the fully restored chassis. The only body panel salvaged from the fire is the engine side firewall, Wade wants to retain the <Thief Proof> number of his original '34. Sorry O_D! Some months ago I'd cut out the caneite but hadn't finished marking and cutting or drilling all the holes, cut-outs and recesses required. It was complicated by the fact of using the two different inner and outer firewall panels which had some holes/fitting points which weren't required. So with a lot of comparing, between inner firewall/bulkhead, outer firewall, US caneite and US outer firewall, the new caneite panel was sculpted with holes and cut-outs. At the end of the day it goes together well, but hasn't yet been mounted permanently to the body.

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Posted on: 2010/9/9 6:25
Mal
/o[]o\
====

Bowral, Southern Highlands of NSW, Australia
"Out of chaos comes order" - Nietzsche.

1938 Eight Touring Sedan - SOLD

1941 One-Twenty Club Coupe - SOLD

1948 Super Eight Limo, chassis RHD - SOLD

1950 Eight Touring Sedan - SOLD

What's this?
Put your Packard in the Packard Vehicle Registry!
Here's how!
Any questions - PM or email me at ozstatman@gmail.com
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Re: Wade's Workshop
Home away from home
Home away from home

Charles
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I have heard that filling the tube with sand will help keep the copper tube from kinking as you bend it.

Posted on: 2010/9/9 7:55
[url=h
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Re: Wade's Workshop
Home away from home
Home away from home

Eric Boyle
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Quote:
I have heard that filling the tube with sand will help keep the copper tube from kinking as you bend it.


Yup, that's how organ builders made pipe organs back in the day.

Posted on: 2010/9/9 9:31
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Re: Wade's Workshop
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Cli55er
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my friend did this all the time when he had no pipe bender, he filled with sand and it worked great!

Hank

Posted on: 2010/9/9 9:47
1937 Packard 138-CD Deluxe Touring Limousine
Maroon/Black 1090-1021
[url=https://packardinfo.com/xoops/html/modules/registry/View.php?ID=232]1955 Packard
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Re: Wade's Workshop
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Ozstatman
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Many years ago a mate of mine, not having a pipe bender or access to one, used the sand filling method when bending up exhaust pipes for the hot rods and dragsters he built, sometimes successfully sometimes not. I don't know how well this would translate to the small diameter tubing used here, about 3/8". Part of the success factor involved was filling the tubing by packing the sand in then plugging each end to prevent any sand egress during the bending process. Not sure how you would plug the small diameter tubing being used in this application. Anyways, in this instance, being able to retain part of the original tubing and just replace the badly rusted Y piece has resulted in a great outcome.

Posted on: 2010/9/9 15:31
Mal
/o[]o\
====

Bowral, Southern Highlands of NSW, Australia
"Out of chaos comes order" - Nietzsche.

1938 Eight Touring Sedan - SOLD

1941 One-Twenty Club Coupe - SOLD

1948 Super Eight Limo, chassis RHD - SOLD

1950 Eight Touring Sedan - SOLD

What's this?
Put your Packard in the Packard Vehicle Registry!
Here's how!
Any questions - PM or email me at ozstatman@gmail.com
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Re: Wade's Workshop
Just can't stay away
Just can't stay away

37buscoupe
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Hello, on my 37 115C the sending unit is connected to block with a square nut , my question is how is this removed? is it turned as a threaded nut ? I want to make sure as not to damage it. Thanks, Richard

Posted on: 2010/9/12 12:44
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Re: Wade's Workshop
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Ozstatman
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Quote:
37buscoupe wrote: Hello, on my 37 115C the sending unit is connected to block with a square nut , my question is how is this removed? is it turned as a threaded nut ? I want to make sure as not to damage it. Thanks, Richard
Richard,

I'm not sure what you're referring to here but I suspect it's either the oil pressure, most likely, or temperature gauges sending/mounting points. Can you be more specific please, or post a pic of what you have?

Posted on: 2010/9/12 16:00
Mal
/o[]o\
====

Bowral, Southern Highlands of NSW, Australia
"Out of chaos comes order" - Nietzsche.

1938 Eight Touring Sedan - SOLD

1941 One-Twenty Club Coupe - SOLD

1948 Super Eight Limo, chassis RHD - SOLD

1950 Eight Touring Sedan - SOLD

What's this?
Put your Packard in the Packard Vehicle Registry!
Here's how!
Any questions - PM or email me at ozstatman@gmail.com
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Re: Wade's Workshop
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Ozstatman
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Monday 13th September 2010

Arrived to find DickS's '39 110 Convertible Coupe sitting in the workshop entranceway. Wade had picked it up yesterday from the guy repairing the left front door and it's lower hinge, which remains a work in progress. The '39 was backed into the empty Packard slot and left running for a while to heat up the oil, prior to it being drained, and then the front end was jacked up and jackstands installed.

Before that learned that Noel had been over on Friday and dropped off a sample of brass stock of the type of cross-section I require to make a pair of running board side trim strips for the '41.
Noel! And I spotted a striker plate on Wade's desk near the brass stock. When I asked why that was there, Wade advised he's going to have Noel take it with him to Hershey as a sample for the striker plates he needs for the '34. Turns out Wade can't find one of the original striker plates from his '34 and needs at least one but is hoping for a full set of four because the remaining three he has are all worn. The striker plates from the '34 from the US, although looking the same, are made out of a black substance and look like hard rubber and they are worn so not acceptable. Wade had some time ago had some striker plates cast up but they weren't up to scratch either. And before Wade came to the workshop on Friday he went to General Instruments to pick up PeterP's OD cable, after telling the guy the day before that he'd pick it up, only to learn once there it had been mailed to his home yesterday C.O.D.! Wade was most upset especially as the guy at General Instruments was a complete A#$3h*/3! Apparently he knows nothing, or doesn't want to know, about something called customer service. Wade's been taking and sending business to this company for the last 15 years but that apparently counts for nothing! Needless to say they wont be getting any more business and the word will be spread!

Back to the '39, while the engine oil was draining, the left front wheel and brake drum came off. Wade in driving the '39 yesterday discovered that like Emily, the '37 115 Sport Coupe, the front brakes were terrible. Soon confirmed with the wheel cylinder found to be leaking and pitted. The right front brakes weren't much better, in fact the wheel cylinder was full of horrible looking gunk but fortunately was salvageable after honing. The left front wheel cylinder wasn't so forgiving but fortunately there was a replacement found among some wheel cylinders left with Wade courtesy of starliner,
Chris! Cleaned up all the brake bits and hardware in preparation for the new seals being ordered in by Brooker Brakes. While I was cleaning parts Wade was attending to the bonnet(hood) side panels which required new rubber corners. Wade had ordered these in a couple of months ago and now they could be installed. Wade also attempted to fit a new fan belt but found the one he had was slightly too short. And sparkplugs are needed too, also like Emily they were a mix and match "set", with 5 Champion J8C's and 1 NGK B6S! Needless to say the new set will be a set, this time 6 x NGK B6S's! Wade also tightened all the screws around the fuel pump diaphragm and the sediment bowl bolt(fuel leak). Another fix was to the horns. At one time in it's life the '39 has had the original horns replaced by horns mounted under each front mudguard(fender), one at the front of each frame rail on a beautiful custom bracket. The problem was traced to loose connections which were easily fixed but not Dick's preferred fix of returning operation of the horn to use of the horn ring on the steering wheel. It was, and still is, operated by a button under the dash panel! With the National rally starting next week Wade doesn't have the time to go too deeply into the '39 unless he has to, although correct horn operation was on the list. The brakes came into the category of having to be done even though they weren't on the list of things to do. And speaking of time I had a call from a PACA member last Thursday evening enquiring whether I knew anyone who could rebuild a '36 120 water pump. I did, and referred them to Wade(who else), but with the advise that it wouldn't be looked at until the end of October if Wade agreed to help them. And fortunately he did. Sorry for the diversion, and again back to the '39. Another matter on the list was repairing the engine snubber! Wade couldn't repair it, the front rubber joint had collapsed allowing the snubber to swing from the rear joint only, but did remove it because it had been cabled tied in place, DAF are you watching? Also took pic's of engine number(don't think they used Packard engine green when this one was rebuilt!), thief proof number and a well worn ID plate, O_D are you watching? And, while under the '39, discovered it had under running board radio aerials! Not one aerial, but two aerials, one under each running board, Noel are you watching?

Also had a visit from PACA members Kevin and BarbaraA, the former owners of the '35 1200 Sedan which was in the workshop most of the time the '41 was there in 2008. Kevin had bought a Daimler V12 which John is working on, sometimes and not often, and to check on it's progress, not much. But what can you expect for a project only being worked on when other work allows? Didn't get to ask John what the outlook was but I hope it's soon. And Wade had a call from PAC052, Jeff, who's bring over the intake/exhaust manifold unit tomorrow for the block mating faces to be surfaced, he has a leak at No 8. Needs to get this fixed so he can get the '52 200 Deluxe sedan to the National Rally.

Another thing, had a PM query from a PackardInfo member late last week concerning the cowl vent drain tube on the '34. Wanted to know " can you take some detailed photos of the cowl vent drain tube mounted to the firewall, mine is completely rusted. I am especially interested in where it exits at the bottom. - Will do so in the next few days. Didn't get to it today with the '39 taking precedence. Also can you or wade give some further details on how the outer firewall was removed? - Wade advises it's a matter of taking off all the fasteners and any hardware items running through the firewall/s. Then it should "fall out" subject of course to the effects of time and corrosion which might require some persuasion to help the process along. I am also curious as to exactly how Harvey constructed the "Y" piece. - Don't know, and with Harvey(I think) on his way to the National Willy's Rally(traitor), probably won't catch up with him for a while. But I imagine it's one of two ways - 1) a bend in the main tube for one horn of the Y and another piece soldered/brazed on for the other horn of the Y, or 2) two separate horns soldered/brazed to the end of the main tube"

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Posted on: 2010/9/13 6:33
Mal
/o[]o\
====

Bowral, Southern Highlands of NSW, Australia
"Out of chaos comes order" - Nietzsche.

1938 Eight Touring Sedan - SOLD

1941 One-Twenty Club Coupe - SOLD

1948 Super Eight Limo, chassis RHD - SOLD

1950 Eight Touring Sedan - SOLD

What's this?
Put your Packard in the Packard Vehicle Registry!
Here's how!
Any questions - PM or email me at ozstatman@gmail.com
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Re: Wade's Workshop
Just can't stay away
Just can't stay away

37buscoupe
See User information
yes its temp sending unit, where it exits the block on drivers side behind spark coil. R

Posted on: 2010/9/13 14:59
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