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Wednesday 21st September 2011

Seemed we were going to be working on Emily today because the front seals for Fleurette were yet to arrive. First was to get the cross shaft bracket mounted back on the firewall. Although a bit tedious went back in without too much drama save it had to come out after the first attempt. Why? Because the rod mounted to the accelerator pedal lever was the wrong way round. You can only put it in two ways so of course the first way chosen was the wrong way! That sorted, the bracket was remounted. Next was the bell crank mounting pin in the intake manifold. The old pin was worn and also loose in the manifold so Wade had Anglade make up a new one. Trouble was they got it completely wrong, rattling around in the manifold. To cut a very, very long story short, a discarded 8mm bolt of John's was used with the thread recut to 7mm, threaded end shortened, head cut off, hole drilled(ala V block) and square head ground on the open end. The mounting hole in the manifold body was tapped to 7mm and the new pin, together with the bell crank fitted.

During the course of this the package from Max arrived containing the new front seals and a flexible fuel hose fitting. The fuel hose won't be going on the shelf as I speculated previously but is expected to be used on Big Red. Rather than continue with Emily, Wade turned to Fleurette and putting the front brakes back on. Remounted the shoes and springs for both sides then repacked the wheel bearings one side at a time. Fitted the inner bearing installed the new seal, brake drum on car, outer bearing fitted and nuts, lock washer and split pin installed. Adjusted brakes and remounted wheels. Fleurette is ready to return to the shop floor, probably Friday because Wade is attending another funeral his fourth in four weeks, so won't be in tomorrow.

And speaking of packages from Max, on my return home found that mine had been delivered too!

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Hi Mal,

Just wanted to confirm that I will be dropping by tomorrow (prob late morning) with the 34 gearbox for Wade... that is if I am able to lift it into the car... and to pick up those rear leaf packs.

Might see what is happening for lunch?

Cheers

Snapey

Matt,

'34 gearbox should be easy for a young guy such as yourself! Wade will be at the workshop tomorrow morning but I'll be off donating blood plasma and have an errand to run. Will try and make it there late morning/early afternoon because it's been a while since I partook of Friday lunch at the Eastwood Rugby Club.

Friday 23rd September 2011

After the vampire struck and errands run finally reached the workshop just after midday. Found Wade working away adjusting the carburettor linkage on Emily, with a combination of new cross shaft & pedal lever, Holden carburettor and non standard linkage rods a fair bit of tweaking was required. After that the hand throttle and choke cables were reconnected and adjusted. But that's as far as it went, couldn't start Emily up to test it, because the water pump wasn't ready to go back on. Earlier in the morning Wade had POR-15'd the housing, backing plate and impeller and they were hanging up to dry before being reassembled, that'll be Monday.

Also, neither Noel(Tabletennissport) or Matt(Snapey) had been sighted at the workshop. Matt called and advised he was having trouble separating the transmission from the '34 engine and would go directly to Eastwood Rugby Club and meet us there for lunch. Noel? Said he was probably coming in Wednesday or Friday, but didn't make either day. That aside, ten blokes enjoyed lunch on the open air dining area on the club's verandah. Then followed return to the workshop for drop off of the trans Matt had brought over. Matt also picked up the original rear springs off Mat's(Packard34) '34 Sedan which Wade had changed over. These springs will be used in Matt's Biposto in lieu of the original springs.

Had a query from William George Stocker concerning what radiator cap he should put on his '39 120, looks like a follow on from this thread. Instead of that, I have photographed the radiator filler necks on Noel's '39 120 and on my '41 120. The '39 is NOT pressurised while the '41 is.

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Thank you so much for the photo's, it has helped me. My rad filler-neck is not sealed like Noel's 39 120?

One more question what is the pressure cap rating on Mal's 41, 120? As this look's very much like mine, I will take a photo of my Radiator filler neck tomorrow. My Packard must be a very late 39? could they have put early 40 radiator in my Packard..(could this happen??)
thanx Guys!

The "Vent" on the hot box of the manifold is the air inlet for the automatic choke thermostaic coil on the original Chandler Groves carburetor.

Redundant for a different carburetor.

Bill,

See pic's below of my '41 120 cap. From memory it was 4 or 4 & 1/2 pounds. Make sure the one you get has the correct reach or depth so it seals properly on the lower sealing surface. The guy at the radiator shop where I had the radiator cleaned, checked and pressure tested provided a new cap. Suggest you try a radiator shop if a parts shop can't supply one.

Quote:Brian,

Hmmmmm, should it be "plugged" then to prevent a big vacuum leak? If so, and putting aside the throttle linkage fixes recently done but not yet tested, this could be a major source of Emily's poor performance.

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Quote:Brian,

Hmmmmm, should it be "plugged" then to prevent a big vacuum leak? If so, and putting aside the throttle linkage fixes recently done but not yet tested, this could be a major source of Emily's poor performance.[/quote]

No need to plug it. The connection to vacuum in the original carburetor was through the small hole in the boss that is off to the side of the carb mounting flange. That hole should now be exposed and non-functional.

[/quote]Brian,

Hmmmmm, should it be "plugged" then to prevent a big vacuum leak? If so, and putting aside the throttle linkage fixes recently done but not yet tested, this could be a major source of Emily's poor performance.[/quote]

No need to plug it. The connection to vacuum in the original carburetor was through the small hole in the boss that is off to the side of the carb mounting flange. That hole should now be exposed and non-functional.

Thanks Brian.