Packard Forum Index » Project Blogs

my friend did this all the time when he had no pipe bender, he filled with sand and it worked great!

Hank

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.

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

Quote: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?

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"

Attach file:

---

  (33.28 KB)


  (66.86 KB)


  (38.65 KB)


  (49.04 KB)


  (26.18 KB)


  (33.06 KB)


  (38.95 KB)


  (27.12 KB)


  (29.17 KB)


  (27.66 KB)


  (38.73 KB)


  (34.90 KB)


  (37.36 KB)


  (24.78 KB)


  (30.22 KB)


  (31.91 KB)


  (23.65 KB)


  (32.33 KB)


  (32.60 KB)


  (26.89 KB)

yes its temp sending unit, where it exits the block on drivers side behind spark coil. R

37buscoupe, the square headed fitting you describe secures the temperature gauge tubing and bulb in the cylinder head water jacket. To remove just unscrew. Be sure to drain the cooling system first. Be careful removing the tubing, if damaged it will need to be sent to a service center to repair and recharge. The tubing is hard fastened to the temperature gauge. Just curious, why do you want to remove it?

(o{I}o)

A thought on the striker plates, possibly machine them? They really do not seem that difficult with a mill. I believe some good quality hard brass should work great. Wade might get lucky and score some at Hershey, and I will contact some of my sources to see. Unfortunately, the '33 and '34 stuff is getting harder and harder to locate.

Tuesday 14th September 2010

Followed PAC052, Jeff, done the driveway to the workshop on arrival this morning. He'd brought over his 288 intake/exhaust manifold to be resurfaced by Aldus Engineering just up the road. Only problem was it would be 2 to 3 weeks before they could do it and with departure day for the National Rally just over a week away that just wasn't acceptable. Back at the workshop found a business card for Reconditioning Services who'd surfaced the intake/exhaust manifold unit for the '41 back in 2008. Wade rang them and they confirmed they could do the 288 which is longer than the 120's 282 and Jeff was on his way.

Earlier Wade had refilled the '39 with oil and now turned to fixing the cruise control on it. Cruise control? Yes aka the hand throttle. Very hard to operate so while Wade getting stuck into that I was setting the gaps on the new set of 14mm NGK B6S sparkplugs and installing them in the '39. Wade eventually managed to free the hand throttle cable from it's mount on the firewall and lubed it up in an attempt for it to operate freely. Didn't seem to help much, but he then decided to squirt WD40 along the outside of the cable looking for it to penetrate the outer coil through to the inner wire. And this worked, hand throttle operation is much freer now. Although I think I've done a rib, in reaching across the engine from the left side with my ribcage on the left mudguard(fender) felt a sharp pain resulting in an involuntary yell which startled Wade, Sorry. The hand throttle linkage is back in place but the whole throttle linkage set up needs major attention because of the amount of wear in the system. But that will have to wait for another day with time now at a premium.

Along with the new plugs a new fan belt had been procured but it turned out to be too small so another correct fitting belt is being sourced. Also being sourced is a paper air filter element to replace the falling apart wire packed element presently on there. Repacked the inner and outer front wheel bearings and re-installed the inner bearings and axle seals in the brake drums. Now all that remains, to be able to put the brakes back on, are the new wheel cylinder seals from Brookers. And on the way out, for the regular Tuesday afternoon babysitting gig, spoke to Rick and will bring the '41 down tomorrow to put it on his hoist for a pre Rally check-under, grease and engine oil and filter change.

JW, John - Thanks for coming in and advising Richard on what was required for his '37 temp sender removal. Appreciated.

Hobbs - I've referred your suggestion of milling new striker plates for the '34 to Wade, lets see what develops.

Attach file:

---

  (27.76 KB)


  (25.65 KB)


  (46.91 KB)


  (56.36 KB)

Mal,

Should Wade decide that machining of the stricker plates might be worth persuing I may be able to help out. If I can get hold of the good one for 30 minutes I can draw it up on the CAD package and email files out for quotes. From the photos it looks like it may be possible to water-jet cut the main profile, which could reduce the cost significantly. It would just be a matter of finding the brass billet to start with...

Cheers

Matt