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Saturday 8th January 2011

Arrived at the workshop to find Michael's '54 Convertible parked outside with the bonnet(hood) up and the generator removed. Wade was in early, even beating John in, and had been hard at work only to find problem after problem confronting him. First, the bolts the generator swings on are metric - 13mm. Second, the rear bush is spinning in the housing. Third, part of the clips that hold the brushes in place have scored the commutator. Fourth, the wire for one of the brushes wasn't secured to the brush, although it was in the hole in the brush it was completely loose and the brush fell off when the generator was taken apart. And fifth and last, there was no cover over the rear bush, so no lubrication or dirt protection. Got on the phone to Michael to learn he was on his way and would be there in 10 minutes, and on arrival he was shown the results of the generator tear down. Michael noted that the pulley on the Autolite generator off the '54 was different from the pulleys on the '51 generators he had at home. Then Michael and I then drove back to Michael's house to pick up his spare generator.

At Michael's house he pulled out the spare generator which had been on the '51 200 Deluxe Sedan in his garage. He actually had this generator in the trunk of the '54 when we went to Kangaroo Island for the National Rally last year but taken it out afterwards. Also decided to pull the generator mounting bracket off the '51 just in case it was different to the one on the '54. Back at the workshop it was obvious they were two different generators and cleaning up the '51 generator bracket I found "Delco" stamped into it as well as being Packard engine grey in colour. Also cleaned up the bracket off the '54 and it was Packard gold in colour so it's the right one for the 359 engine. It's exactly the same as the one off the '51 engine except it doesn't have "Delco" stamped into it. From the spacers used on the generator mounting bolts, the 13mm nuts and bolts and the pulley on the generator it appears that a generator "swapsie" was performed sometime in the vehicles past. Then with the '51 generator mounted in the '54 the fan belt was installed, only it was much too long. The pulley on the Auto-Lite generator being much bigger than the pulley on the '51's. No joy with Wade's spare fan belts and even digging into John's stocks didn't help. The local Repco store had just closed so Michael set off to the nearest open parts store at Gladesville. Meanwhile I returned home for a pit stop and to await Michael's call that all was now well. Call received, back down to the workshop, and with me driving the '54 I followed Michael home. Can now tick off another Packard I've driven, but many many more to go I hope. Michael then returned me to the workshop where I picked up my car and returned home.

But, backtracking a little to my time at Michael's house today. Although I'd seen both his '51's on a previous occasion I can't remember if I photographed and published the Thief Proof Numbers and other related info for them. Dave, I'm sure, will know. Because what caught my attention was the Thief Proof Number on the '51 Touring Sedan in the carport, its A00050, and seems a very low number. The Briggs plate is 2462-14027, the Packard plate is 2462 I4027 and engine number J222379. Dave, I'd appreciate a comment on the A00050 number please, and it's relationship to the other numbers if possible. Going from that I also looked at the numbers on the '51 Deluxe Touring Sedan in the garage which has Thief Proof A32075, Briggs 2492-15839, Packard 2492 I5839 but the engine number is unreadable.

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Monday 10th January 2011

First stop this morning was ABC Bearings for Terry, traumjaegercat, in relation to the pair of front wheel bearings needed for his '37 Pontiac. There had been a mix-up just before Christmas when I failed to properly instruct Dennis as to one of the parts required. Because of that Dennis managed to track down a part Terry already had instead of the one required. All sorted out today, pair of bearings purchased, and they will be winging their way to Merry England tomorrow or the next day, once shipping arrangements are finalised. While at ABC had a call from DavidM seeking Wade's mobile phone number. Wanted to talk to him about Award Diffs and the advisability of having them set-up a diff for his '29 633 Sedan.

At the workshop Wade had been working on cleaning up Noel's trans and overdrive in preparation for re-assembly. My contribution to this was to make a set of gaskets for the trans/OD. And I think for the first time, I made a major slip up. In making the gasket for between the trans and the OD adapter I used the OD adapter as the template and ball peen hammered the outline, cut-outs and bolt-holes. Only trouble was two of the holes I thought were bolt holes weren't, so had to re-make the gasket. But never fear, we now have this gasket on hand and it can be used on a non OD trans. During all this Noel arrived with some parts, including a set of Auto-Lite 3136 spark plugs for the '39. He tells me in judging that there's a one point deduction for using Champion plugs, so now it'll be "correct", just in case any judge sticks his head under the bonnet(hood)! Due in part to last weeks exploding springs and balls episode, (one ball still not found) but more so for the new springs the kit provides, Wade asked Noel to make use of his US contacts to source a springs and ball kit, which he did on the spot. Then DavidM arrived, he'd taken his diff over to Award and on the way home called into the workshop for some Packard group therapy. David was also able to provide more details about the 2012 Expedition Across Australia, he's undertaking in his 1912 Maxwell. See the pic's in the link provided, some of the cars and bikes are still being/to be built!

During the course of Wade's parts cleanup the rear trans bearing was noticed as being less than perfect. Then from there the front bearing as well as the pair of bearings in the rear of the OD were also inspected and will also be replaced. So, I made my second visit to ABC for the day and picked up the required bearings after Wade phoned Dennis who advised they were all in stock. Back at the workshop re-assembly of the OD commenced, what a chore that is, the time and effort required just to get the rear assembly in place seemed way out of proportion to the parts in question. But as usual, perseverance paid off, although it took a fair number of attempts, dis-assembling, re-assembling, jiggling, poking and such before success came Wade's way.

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Tuesday 11th January 2011

Wade's currently putting the trans back in Big Red so I busied myself this morning by cleaning up all the parts for Noel's trans and OD that hadn't already been cleaned. This way all will be ready for when the synchro repair kit arrives from the US. And gapped the Autolite plugs Noel brought over yesterday, 3 were open and over spec while 5 were closed up. Once the '39's back on the floor I'll change them over, it's too big a reach with it up on jackstands at present. Old Blue departed the workshop on the back of a tilt tray truck bound for Award Diffs for repair. And Wade pointed out to me that Richard's '39 CC is now over with Les for the left door repairs to be finished. Once those are done it will return for further investigation into the causes of the rough running and low compression on 4 of the 6 cylinders. Richard had picked it up on Sunday and I hadn't even noticed it was gone from the workshop! All going well today, and if nothing else raises it's ugly head, the plan is to look at Noel's '39 tomorrow. And Terry's, traumjaegercat, Pontiac wheel bearings are on their vway to him

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Dave, I'm sure, will know. Because what caught my attention was the Thief Proof Number on the '51 Touring Sedan in the carport, its A00050, and seems a very low number. The Briggs plate is 2462-14027, the Packard plate is 2462 I4027 and engine number J222379. Dave, I'd appreciate a comment on the A00050 number please, and it's relationship to the other numbers if possible. Going from that I also looked at the numbers on the '51 Deluxe Touring Sedan in the garage which has Thief Proof A32075, Briggs 2492-15839, Packard 2492 I5839 but the engine number is unreadable.

Yes indeed, body serial number A00050 is now the lowest numbered 1951 car thus far identified. Thanks for the data on both, I'll include them when I next publish an update to the study.

Dave,

I'll let Michael the owner of both '51's know. He now has a "claim to fame" in the world of Packards.

From the photo it appears that A32075 is RHD, is A00050 also RHD?

We know very little about the RHD manufacture in Detroit but from the little data we have, a separate (and very slow) production line seems to be suggested. The reason I say this is of the few Detroit-build postwar RHD cars we have data on, several have body serial numbers that date the body a year earlier than the year it was finally titled as.

Dave,

Yes, both are RHD. Interesting that RHD's may have created a Packard numbering anomaly.

Actually Mal, I was discussing the disparity between an early BSN (A00050) and a much later sequential production # with Robert Neal. We've both reached the same conclusion, that since the RHD cars had unique cowl stampings, some were perhaps done first (thus the low number) and set aside before changing the tooling for LHD cars, and then just set aside for later use. And the RHD cars were probably a lesser production priority and were so scheduled at convenient (later) times, thus the higher sequential VN.

Really, the RHD cars are just begging for some serious research; I tried once and won't try again but hopefully someone will pick up the challenge.

Another odd item: The size and font of the "A" in <A00050> does not agree with that seen on other cars all the way up thru the "D" series of 1955 and 1956. An early production hiccup? Something deliberately unique for RHD cars? Dunno.

Wednesday 12th January 2011

While waiting for the synchro kit to arrive and with the clutch not yet re-built other aspects requiring attention on Noel's '39 were addressed today.

The current radio in the '39 either doesn't work at all or doesn't work properly, can't remember which. To solve this dilemma Noel has bought another radio for Wade to fit to the car. The new radio needs to be rebuilt which Wade will undertake wearing his other hat, in his spare time. First thing was to see if the radio head would fit in the '39's dash. And it does, just. But it will need a new front cover strip because the radio coming out of the '39 has different knob spacings, different size dial as well as an additional button and another selector device. Wade will now need the rest of the radio because it's different from the one presently in the '39. And just as well Noel phoned me while we were doing this, I was able to pass the phone over to Wade, and Noel will bring the rest of the radio over tomorrow.

Not being able to continue with the radio at this time, what else needed attention on Noel's list? Why, installing the heater. Noel has provided, among other parts for this, a pair of duct ends which screw onto the the underside of the front windshield interior moulding. In fact, among the parts Noel brought over last week was another duct end but different from the pair previously supplied with the heater box and other parts. If I recall rightly Noel said he bought it at Hershey. Well I can tell you Noel it's not the right one, so next time you're at Hershey you can return it for a refund. That aside, the reason I mention the duct ends, is that the windshield moulding was removed to check that they'd fit. Which they didn't! Notice the pair supplied are marked '40 while the single is '38-'39-'40-'41. While the '40 is close the multi-year one is no chance. A little ingeneous re-fabrication of the attaching point on the windshield moulding and they now fit like gloves, even using the original mounting holes. While doing that was demanding in it's own way getting the windshield moulding back into the '39 had it's own set of problems. I remember when doing the '41 it was hard enough but Noel's '39 was something else altogether. There should be a law against it! But back in it went then the duct ends were screwed onto the underside of the moulding. To facilitate access for this the glove box liner was removed for the left side duct end but Wade wasn't taking out the steering column for the right side one(it's RHD). Just as well, because it slipped right into place and the screws went in without any drama. The glove box liner was also re-installed although it'll probably come out again for the actual heater installation, Wade also tightened up the screws which mount the ashtray and radio section of the dash face to the dashboard as well as the screws holding the glove box door to the dashboard. Should be a whole lot quieter in there now when driving the '39.

Then it was the electrics turn to be attended to. The clock was comparatively straightforward, swapping out the old one for the new one. There was however some wiring work to be attended to in the changeover and once done the battery was re-connected, and........it works! Well at least it ticks, didn't leave the battery connected long enough to see how accurate it was. Next the horn, works when you press the centre horn button but doesn't work when pressing on the horn ring. Taken apart, inspected, scratched heads over the operation of the ring, put back together, battery reconnected, and Noel, you're right, it does only work on the centre button and not the ring. But Wade wants to know, did the horn ring ever work? Turn signals were next, they work but light on stalk doesn't flash and there's no beep-beep-beep sound. Fault traced to the flasher can, and will probably source a VW one as a replacement.

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Monday 17th January 2011

Before I left for the workshop, had a call from Noel advising he, and his friend Tony, would both be there later in the morning. Then at the workshop found Wade giving Old Blue a wash, he'd picked up the old girl on Friday after Award Diffs had fixed the diff. Works well now, no whine or other noises. Turned to the OD Solenoid, plunger, pawl and baulk ring for Noel's R-6 and it's reassembly. After a number of trial fits, reference to the manual, finally figured out how it goes back together. And then Harvey arrived complete with a new 6V flasher can for Noel's '39. Harvey has recently serviced his bosses Packard's both '39's, a Six Business Coupe and a 120 Convertible Coupe. After Harvey's departure back to the OD and then Noel arrived followed shortly thereafter by Tony.

Tony had with him the dash out of Noel's '41 160 Club Coupe which he'd re-woodgrained for Noel to inspect. Noel had seen it before but wanted Tony to cut back the sheen on it which Tony had done. But......on seeing the dulled result Noel had second thoughts and now wants it returned to a shiny state, which Tony will do. And I agree, dull doesn't do it justice, a shinier finish would be better as evidenced by some areas behind the radio grill which hadn't been dulled down. And there's good news for those who want their dashes, mouldings, etc re-woodgrained. Tony would be prepared to take on such jobs in the future. The queue starts here! Another piece Tony brought along is the steering wheel he's refurbishing for RobT. Like the dash, it's still a work in progress and needs to be finished, but it looks terrific to me as is. Tony is also prepared to restore steering wheels, for those interested on this side of the Pacific. Tony is concerned though that the best results can only be achieved where the cracking is across the wheel rim and not radially around it. Tony also received instructions from Noel concerning the chrome spears on the heater doors for the '39 which have dings in them. Tony also removed the door lock from the '39 for some more work on it, and received instructions about the dash face plate required for the different radio going into the '39. Tony is a very good friend to Noel.

After Noel and Tony left finished off the work on the OD pawl setup, part of which required energising the solenoid to measure the gap between the pawl and the baulk ring which requires a minimum clearance of 0.015". To achieve this gap a second gasket was used between the Solenoid mounting plate and the body of the OD. Here's a short video of how the Solenoid and pawl actually work, required a number of takes before this videographer got it right! Wade also fitted the new 6V flasher can into the '39, so Noel, you now have audible and visible blinkers again. The list is slowly being whittled down.

But enough of that, a lot of the afternoon was then taken up with giving Old Blue a compression test. Out came John's compression tester, only used a few weeks ago on Richard's '39 Six CC. But that had turned out to be easy because Richard's Six has 14mm plugs and John's kit has a fitting for that. Old Blue with 10mm plugs was another matter entirely, even though Wade advised he'd tested Old Blue some years before. Wade does have an old gauge he made in New Zealand and brought with him when he came to Australia over 40 years ago. This gauge has a tapered rubber "bung" which is pushed and held into the plughole but it's a fight with 10mm plugholes. Results of testing with this gauge was 75 lbs/square inch on all cylinders. Wade had had an adapter made some years ago using an old 10mm sparkplug as the base with another fitting welded to it. After some scratching around it was adopted to one of John's fittings resulting in 75 lbs/square inch on all cylinders again, but not holding the pressure. Turned to Rick's tester which is the same as John's with the same results. Much collective head scratching until Wade discovered that both John's and Rick's fittings have a valve in the fitting which screws into the plughole and without that their gauges won't "pump up" and hold as designed too. Wade's hand held gauge on the other hand was just tooooo old. Temporary solution was to couple together a very short adapter between the plughole and the "right" fitting with a valve in it. This resulted in readings of 105 lbs/square inch across the board, much better. Then, while Wade hollowed out an old 10mm plug to fabricate another adapter which can be screwed directly into the test gauges 14mm adapter, I cleaned, checked, re-gapped and re-installed the 10mm plugs.

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