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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.

Monday 26th September 2011

Arrived at the workshop to find Barry Smith there. He'd been in Sydney over the weekend and at the start of his return trip had called in to pick up Wade's spare '34 trans which Snapey had returned on Friday. The trans on Barry's '38 Twelve has a problem in that synchromesh is not working on top gear. Accordingly Barry is borrowing Wade's spare trans for 1) comparison by his trans guy with the one in the '38 to help diagnose the problem, and 2) if the problem isn't easily solvable and fixable swapping it into the Twelve until the Twelve's trans is fixed.

While Barry was taking the top off the trans for a visual inspection Wade was assembling Emily's water pump. After a clean up of excess POR-15 the new sleeve to hold the rear bearing and the ceramic seal was pressed into the main body of the pump housing. Then the double row bearing was fitted to the machined snout of the pump housing. The ceramic seal was inserted into the rear of the sleeve and the remainder of the seal located on the machined impeller shaft and the impeller shaft inserted through the ceramic seal and rear bearing. To maintain the location of the impeller shaft in relation to the other components a circlip was fitted to a groove in the shaft located behind the double row bearing. Similarly another circlip was fitted to a groove in front of the double row bearing. The bearing retaining plate was then screwed to the front of the pump housing snout. During dis-assembly of the water pump Wade had taken a reference measurement for re-assembly purposes. This measurement was for the location of the fan pulley hub and the hub was pressed onto the impeller shaft accordingly. A pair of new gaskets fitted, one for the pump to plate seal, the other for the pump to block seal, and all bolted together. Note, the fan pulley must be installed at the same time the pump goes back on because there's not enough room to slip it on later. Fan belt back on. fan belt tension adjusted and water pump radiator hose reconnected. That left the fan. What a PITA, experienced the same when I replaced the water pump in my '38 Eight some years back. Getting the fan, pulley and hub lined up and then starting a bolt without dropping the bolt or washer takes patience, plenty of it. It also helps that Wade has a removable location pin, constructed from a golf tee, to make this a slightly easier process. Once the first bolt and washer were in place it becomes comparatively easier although still awkward because of the difficult position involved.

About this time Barry was ready to move the '34 trans out of the workshop so it could be loaded into the back of his wagon. Barry had also given the trans a once over clean to remove loose and excess dirt from it for a tidier trip home. Barry was then off, and he's also going to stop in to see Max Hood on his trip home so will spread some Packard joy on the way.

With Barry gone Emily's radiator was refilled, but partway through that exercise a leak from the waterpump was noticed. A re-tightening of the pump housing bolts seemed to fix that. Then the battery was re-connected and Emily started. Well she did after some dosing with starter fluid down the carb throat, everything had dried out after sitting there for some weeks. On starting it was obvious the leak wasn't cured, in fact there were two other leaks. One from the radiator hose connection, the other from the vicinity of the left side of the pump housing. But, although Wade was concerned about those, the matter of Emily running quite fast and not wanting to idle was concerning him more. A number of attempts to adjust the idle stop proved fruitless and closer inspection revealed the linkages required further adjustment. The carb to bellcrank link was shortened as much as possible then the bellcrank to cross shaft link was adjusted. Started again with the idle then able to be adjusted back to normal. What also appeared evident was that Emily's throttle was much more responsive then it had been when it came into the workshop some weeks ago.

Then came addressing the water leaks. Only thing to do was undo most of what had previously been done. Drained the water, took off the radiator hose, slacked off the fan belt tension, took off the fan, unbolted the pump and attempted to diagnose the problems. Diagnosis(can that be a plural as well as a singular word?) is that one of the two upper bolts that only retain the pump backing plate to the housing was "pulling through" the plate and not holding and tensioning properly against the pump housing. Another was the radiator hose to the pump body seal. While the third could be because one of the bolts into the block penetrates the water jacket and leaked even though a copper washer was used together with sealant. Fixes are to replace the two upper bolts so they don't pull through, new radiator hose section(later expanded to a new bottom hose too, as well as a new stainless steel pipe section between the two hoses because the present one is rusty) and use of super silicone sealant on all surfaces. Won't know until tomorrow how all this will go because Wade will pick up a stainless steel bend from Tony at Quikfit Mufflers on his way into the workshop tomorrow morning.

Speaking of tomorrow, Noel hopes to join us tomorrow as this edited excerpt from an email of his shows. "....I set out to come over on Friday, even thinking I could join you for lunch after cleaning the underside of Fleurette. However, when I got to the garage.....I discovered it had a flat battery......As a result it turned out the battery was cactus.....By the time it was fixed it was too late to come over, knowing that you guys were only there in the morning.....Anyway, I hope to get there on Tuesday....." Noel, we'll be there from about 10:30am, see you then!

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