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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.

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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

Wednesday 15th September 2010

On the way down to the workshop in the '41 stopped at the local Vinnies(thrift) shop. Do this a couple of times a week to check out any bargains, things like toys for the granddaughters and car books for me. While there, one of the volunteer ladies who staff the shop, Philia, asked me if I could provide a good samaritan service for Paul, a 44yo guy with cerebral palsy who is also a customer at the shop. Philia has seen me in the '41 previously and I've spoken about it with her. Turns out that Paul has also seen the '41 and was able to tell Philia he'd also seen a blue Packard around. That would have been 'Old Blue' as I've taken it home a number of times and driven it sparingly while storing it in my garage. The good samaritan service she had in mind was giving Paul a ride in the '41 and I was more than happy to be able to agree to provide that. Philia will obtain Paul's contact details next time he comes into the shop and, because I'm there fairly regularly, I'll pick them up on a future visit the shop. From there I'll tee-up a time and place, probably after the National Rally, so likely to be early October.

Arriving at the workshop, drove the '41 onto Rick's hoist and proceeded to drain the engine oil. This is a much more civilised procedure when standing on your own two feet, rather than lying on your back on a mechanics creeper! Allowing the oil to thoroughly drain, then started on greasing all 19 points on the '41. I'm a hopeless grease monkey, because there tended to be more grease on me than was being pumped into the '41! All grease fittings attended to and the sump plug re-inserted and tightened, the '41 was lowered back down and filled with fresh oil. Also took out the filter element and cleaned the filter housing of the oil remaining in there. Because I didn't have a new oil filter element and because I've only done a little over 1,000 miles on the element, I lightly cleaned it in some fresh oil and re-installed it. There is a new element on order but it hasn't arrived yet.

While I was doing that, Wade was carrying on from where he'd left off yesterday on the '39's front brakes. And what I mean by "carrying on" is just that. After I left yesterday the new seals for the wheel cylinders came in so Wade re-installed the front brakes on the '39. Only trouble was there was a leak in the right front wheel cylinder. The left front was fine, but the right side was on and off a number of times in attempts to fix it but still the leak persisted. So this morning, Wade re-honed the wheel cylinder and this finally seems to have done the trick. Adjusted and bled the brakes and found the pedal wouldn't return when depressed. Had to hook a toe under it to pull it back up, turns out there was no return spring on the pedal!

After the '41 was serviced Big Red took her turn on Rick's hoist. Oil drained and again, while that was happening, I greased her as well. But didn't get any better at it, still as messy as on the '41 and there were more grease points too. Well I think there were, with seemingly as many as under the '41 plus one each on the rear springs rear hangers. Wade also changed the spin on oil filter cartridge on Big Red. This is contained within an original looking oil filter housing the body of which is made out of billet alloy with the filter cartridge contained within. Expected this to be a messy operation because of the orientation of the filter housing lying horizontally alongside the front of the block. However dis-assembly from the oil lines was accomplished without spilling a drop of oil, amazing! Cracking open the two halves of the filter housing was messier, but there was surprisingly little oil left. New cartridge spun on, filter body halves refitted to the aligning marks contained on each half and back into Big Red. Filled with fresh oil, slightly overfilled to allow for the empty filter, and all done.

Next was the '39, although it had had it's oil changed while on the shop floor. Well the rear wheels were on the shop floor while the front was up on jackstands! With Rick's hoist continuing to be available, the opportunity was taken to also grease the '39 in a comfortable setting. Plus Wade could install a brake pedal return spring to replace the missing one. Still a very messy operation when I'm involved in greasing a car but at least it's now done. Installing the brake pedal return spring proved to be a lot tougher than expected. Wade didn't have a "correct" spring but something that was close. But in his usual persistent manner on it went, with Murray offering advice over one of Wades shoulders while I hovered near the other shoulder and actually was able to lend a hand in finally seating the spring to the chassis. Back on the shop floor the fuel filter on the '39 was replaced with a new one.

During Wade's trials and tribulations with the recalcitrant right front wheel cylinder he'd phoned PeterL whom he thought might have some wheel cylinders. That was not to be, and that is why Wade persevered with the only wheel cylinder he had. But it prompted Peter to ask Wade if he had a spare oil filter element which would fit his '39. And Wade did! This resulted in Peter's better half, Annette, arriving to pick up the oil filter cartridge, see pic below. And tomorrow on the way to the workshop I'm calling in to see Harvey, it's actually in the opposite direction but so what, about an air filter element for the '39. Wade hasn't been able to source one so I'm heading in that direction, first to see Harvey and if he can't help to see Mr Filter whose premises are in Harvey's vicinity.

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Thursday 16th September 2010

This morning, while I headed over to see Harvey about an air filter element for the '39, Wade headed over to see Tony Shocks to pick up the front shocks for Noel's '41 160 coupe. The shocks had been re-built by Tony a while ago but both developed leaks after being mounted back on the chassis but hadn't seen any use, other than holding the front suspension in place statically. So Wade had taken them back for a "warranty repair" some weeks ago receiving a phone call from Tony the next day to say they were ready, seals had failed in both shocks. Wade hadn't been able to get back to pick them up and earlier this week Tony left a message for Wade saying he was going overseas for three months at the end of this week. Following a series of missed calls by both parties, Tony finally caught up with Wade yesterday, the upshot of which was the shock pickup arrangements for this morning.

Meanwhile over at Toongabbie I met with Harvey about a possible air filter element for the '39. But it wasn't to be as the air filter Harvey uses on his Willys is much larger in diameter than the one on the '39 which is small, only 155mm(6") outside diameter of the filter element. What Harvey did do though was give me a Willy's air filter as a possible replacement for the one currently on the '39. Then it was off to Mr Filter, which is also located at Toongabbie. There I discussed my requirements with the counter guy for either air cleaner, the Willy's or the '39's. I'd also called Wade just before I entered Mr Filter to talk about the Willy's air cleaner option but got his message bank. Fortunately Wade called me back as I was at the counter and ruled out the Willy's option. From there the counter guy disappeared out the back with the falling apart wire filter element and returned with 2 options. One of which was ruled out immediately because the outside diameter was about 170mm and just wouldn't fit inside the top of the air filter body. The other element was small, being about 140mm outside diameter and 110mm inside diameter. Still not right but it was the only option I had left. Paid the man the AU$12.00 after being advised it could be returned if it wasn't suitable.

Back at the workshop, the body of the airfilter was removed from the carby and on the bench a trial fitting confirmed the inside diameter of the element was too small. Our measurement for this dimension was 115mm but closer inspection of the air filter element revealed the plastic sealing surfaces on each end of the element protruded about 2mm into the inside of the element. Then the decision was made to trim the excess plastic from the bottom of the filter element to provide a few extra mm's for a better and lower fit. So as soon as Wade applied the Stanley knife for this paring operation, he'd bought an air filter element no matter what! But it was worthwhile because, with the inside bottom edge trimmed off, the filter was now a much better fitting proposition. The mounting stud also had to be replaced because the new filter element is about twice the depth of the one it replaced. This was accomplished in the same way as the filter element replacement for the '41 a few months back, see post 524 and post 526.

Also on his way in this morning Wade had picked up a package of radiator sealant forwarded from BarryS at Tamworth who swears by the stuff he sent. Wade had tried to source it locally but ended up having to ask Barry to forward him some. Since Big Red's engine rebuild, one aspect of which was to overcome all the leaks, oil, fuel, cooling system or whatever, there was a minor but persistent leak from the rearmost exhaust manifold stud. This stud had been replaced and it's one of the ones which penetrate into the water jacket, as do others, but the only one now presenting a problem. The two small cubes of "stuff" that Barry sent were broken up and fed into the radiator after running Big Red for a while to bring the coolant up to operating temperature. That was followed by a run, probably of about 15 kms to allow the "stuff" to do it's job. Now, although the weep appears to be fixed, it's now a watching brief to determine it's long term effectiveness.

There was a pleasant surprise waiting for us at the workshop when we returned in Big Red. The new "correct" fan belt for the '39 had arrived. This was fitted using the time honoured technique of jacking up the front of the '39's engine to overcome a sagging Packard front engine mount! Then came the test run, to bed in the brakes and see, feel, hear, observe how the '39 was otherwise running. Brakes initially pulled a little to the right but after a number of braking operations that lessened considerably although long pedal travel before take up was noted. Other aspects were the accelerator linkage and hand throttle operation. There is a lot of wear and, as a consequence, slop in the linkages between the accelerator pedal and the carburettor. Time constraints prevented Wade from doing more than tightening up everything he could in the linkages. It really needs to be taken out and addressed in detail to be done properly. Back at the workshop the brakes were re-adjusted and as a consequence there is now a full firm pedal. At this point I had to leave for babysitting commitments. But I think Wade is going to pull the '39's distributor to clean it up on the bench. Although he'd bought a distributor overhaul kit in anticipation. Turns out the '39, like many before it, doesn't have an original distributor. So the kit don't fit! All Wade can do here is clean and check everything and set it correctly. Wade also tells me that PAC052, Jeff, had his 288 intake/exhaust manifold unit resurfaced on Tuesday while he waited so that's a win there.

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Friday 17th September 2010

Arrived at the workshop to find Wade fitting a new Optima battery to the '39. The '39's battery hadn't cranked the engine over too readily over the last few days so the Optima was being swapped in just for the Rally, Wade doesn't want Dick to have a battery problem on the trip. That done, Wade turned to the distributor. Because there are no timing marks on the engine Wade had only cleaned up the distributor previously. Today the points were filed(because of the kit that didn't fit!) the points gap set and cap put back on. But in putting the cap back on Wade noticed there was a crack in it! Also, because of the kit that didn't fit, the replacement cap did likewise. Wade had one six cylinder distributor cap on the shelf but that didn't fit either. But a call to Peter Packard later and there will be a replacement cap available, if needed, when Dick reaches South Australia at the end of next week.

All bolted up again and off for a test drive with the brakes working well and the engine performing better than before. Wade had done a little more work on the throttle linkages and that coupled with the new battery and air cleaner element appears to have contributed to the improvement gained. However idle speed was high so, once back at the workshop, Wade set about adjusting it back to a more Packard acceptable speed. Adjustment was going well, then the engine just died. No amount of restarting could bring it back to life then Wade noticed the in line fuel filter had no fuel in it! Checked for leaks in the line, none found. Fuel gauge showed over half a tank. But a rough test of knocking on the bottom of the fuel tank produced a very hollow and empty sound. Off and picked up 20 litres of petrol and after emptying that into the tank the '39 started easily once fuel was drawn through the system. But, before starting it again, Wade checked in case the diaphragm in the fuel pump had split and fuel was being pumped straight into the sump but all appears well on that front.

That done, Wade's pre-Rally work on the '39 had been completed and it's now ready to be picked up tomorrow morning. Wade then turned to Big Red giving the old girl a few pre-Rally touch ups of her own. Cleaned the coolant stains off right side of the block and sump and so far the weep from the manifold stud appears to be fixed. Also cleaned up the left side of stains from previous oil leaks/spills. Then Wade vacuumed the interior and I noticed the removable rear seat foot rests there which have been the subject of another thread recently. Also noticed that the left rear roof has a nice section of what could be termed the patina of age. Being less than gainfully employed I also cast an eye over the '39 again and noticed two things. The overdrive lock out knob is not a plastic knob but a metal horizontal handle with "OVERDRIVE" cast into it. Looks much more impressive than the plastic, but as Wade says, there are a lot of things about this car that aren't right. The other is the left side door which is undergoing repair. I didn't realise till now that part of the lower section of the door has been cut out and hasn't been replaced yet. What I thought was tape to cover the patches was actually tape to cover the holes!

Then it was off to lunch at the Rugby club with 9 guys in attendance, a good roll up. During the course of lunch Wade received a call from Starliner, Chris, about dropping in some new reproduction plastic '54 Clipper taillight lenses at the workshop for Wade to take with him on the National Rally for pepepackard, Fred. Chris arrived at the workshop, only minutes after we did, and aside from the new lenses we also caught up with him about his Packards. The '54 Clipper Super Club Sedan is close to being registered for road use, Chris hopes another 2 weeks and it'll be there. The '53 Mayfair Hardtop has hydraulic lifter clatter problems while the '48 Standard Eight Club Sedan hasn't progressed. Chris also mentioned he'd bought a BTV rebuild kit from one of the large vendors for the '54 Clipper. Rebuilt the BTV and, although not yet drivable, had periodically started the Clipper in the drive until one day the pedal went to the floor. Turns out the compensator valve, is that the term, was faulty. The vendor is replacing the valve but it could have been much worse if on the road. Chris says he's going to post about this incident, so save your comments for then please. But back to the taillight lenses. These are made in Australia by a guy in western Sydney who supplies these, and a lot of other reproduction plastic lenses, mainly taillight lenses for Packards and many other makes of car, to many vendors. Obtaining them from the source resulted in about a 50% cost saving plus the shipping cost from the US which is usually considerable.

While today Harvey and his wife Carol are setting off for the Willys National Rally at Wangaratta in country Victoria in their Packard '37 Super 8 Club Sedan. Wishing Harvey and Carol a safe and comfortable 610 kilometre trip. And, in a google search for the Willys National Rally, I found that the Willys Club had received a grant of $950.00 from Wangaratta City Council for the Rally! Sounds like a good idea to me, Packard clubs worldwide should be approaching their local authorities for similar Rally funding. And I can just image the Packard amidst the Willys, Overlands and other related marques, it will stand out from the crowd!

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Saturday 18th September 2010

Although yesterday I'd thought about going down to the workshop for the handover and pickup of the '39 Convertible Coupe, but in the end I decided not too. Then this morning, reading the emails that came in overnight, I changed my mind. One of the emails was from a PackardInfo member asking if I could take some pic's for him of the under running board mounts for the radio aerials on the '39. Thought it would be best to do this now rather than a week or so later during the National Rally. At the workshop found the '39 out in the driveway parked over to one side of the driveway. Grabbed a creeper and proceeded to take pic's of the fore and aft mounting points under the right running board. Couldn't get under the car but managed to get enough pic's from many different angles to satisfy the query. Then around to the left side and found a long pallet load of vanity top material, from the business that occupies the major part of the building where the workshop is, only about one foot from the side of the '39. That ruled out using the creeper so the pic's for that side were more the point, press and hope I'd captured something relating to the mounts process. Wish I'd realised the interest this feature could spark while the '39 was up on the hoist, it would have made it so much easier.

Pic's no sooner done than Dick and Wendy arrived in Emily, the '37 115C Sport Coupe. Then followed a session with Wade where he explained what had, hadn't or couldn't be done for the '39 110 Convertible Coupe. Also learned the '39 has a name and is known as "Roy". And they have a further '39 at home, a 120 Convertible Coupe, which also has a moniker but for the life of me I can't recall it now! EDIT - Wendy was kind enough to refresh my fading memory - It's Thelma! That done, Wade then installed the new paper air filter element in Emily, which has been running without a filter in the filter housing for who knows how long? Only reason Wade hadn't installed it when Emily was in residence at the workshop was the lack of the element at that time, it came in after Emily returned home! Then it was farewell for now as Kath and I will be meeting up with Dick and Wendy and some others for our Packard National Rally convoy next Thursday and then we all meet up with Wade and Gina, who are leaving on Monday, in South Australia.

Oh, just remembered, Harvey told me the other day that at one point of time he was "Emily's" owner. Apparently he had a great '36 Chrysler straight 8 which he swapped for Emily plus $$$$ in Harvey's favour.

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Quote: When I replied to the email I asked wether I could publish his name or PackardInfo Forum name when I posted here. Unfortunately by the time I posted I hadn't received a reply so kept his identity private. But waking up this morning there was another email saying "......You may use my Packardinfo Forum name, yesterdaysradio, and my name, Jerry Vinarcik......."
So Jerry, makes a much better story if names of the participants, willing or not so willing, can be incorporated in it.

Looks like Jerry might be doing some research for his repro business Yesterdays Radio. If so, and if things come to fruition, it would be interesting that the "land down-under" made a contribution to the cause.

And Jerry, after the National Rally, if the '39 comes back into the workshop, and there is a good likliehood of that happening, I'll take some better pic's of the aerials, mounting points and such.

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Where's Mal???

(o{I}o)